Vehicle control method and system, and vehicle, program product and storage medium

Abstract

A vehicle control method and system, and a vehicle, a program product and a storage medium, which relate to the technical field of vehicle control. The method comprises: on the basis of collected driving state parameters of a vehicle, generating the current centroid sideslip angle, a desired centroid sideslip angle and a desired yaw velocity; on the basis of the current centroid sideslip angle, the desired centroid sideslip angle and the desired yaw velocity, generating a desired angle for rear wheels; and when the vehicle experiences a slip, controlling the rear wheel in contact with a road surface of the side that has a high road adhesion coefficient to turn to the desired angle, so as to utilize a lateral force generated after the rear wheel in contact with the road surface of the side that has a high road adhesion coefficient turning to the desired angle to suppress the degree of vehicle slip. This alleviates the oversteer problem of the vehicle, thereby improving the driving safety.

Description

A vehicle control method, system, vehicle, program product, and storage medium.

[0001] This application claims priority to Chinese Patent Application No. 202510387347.4, filed on March 28, 2025, entitled "A Vehicle Control Method, System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, system, vehicle, program product, and storage medium. Background Technology

[0003] When a vehicle is turning or overtaking on a road surface with uneven road adhesion coefficients, if there is a significant difference in the road adhesion coefficients of the two front steering wheels, the front steering wheel on the side with the lower road adhesion coefficient may slip, which may lead to oversteering and endanger driving safety. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method, system, vehicle, program product, and storage medium to alleviate vehicle oversteering and improve driving safety. The specific solution is as follows:

[0005] The first aspect of this application provides a vehicle control method, including:

[0006] The current sideslip angle, the desired sideslip angle, and the desired yaw rate are generated based on the collected vehicle driving state parameters.

[0007] The desired angle of the rear wheel is generated based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0008] In the event of vehicle slippage, the rear wheel, which is in contact with the side of the road surface with a high coefficient of adhesion, is controlled to rotate by the desired angle.

[0009] In one possible implementation, the driving state parameters include the current yaw rate; generating the desired rear wheel angle based on the current center-of-gravity sideslip angle, the desired center-of-gravity sideslip angle, and the desired yaw rate includes:

[0010] Obtain the first difference between the desired centroid sideslip angle and the current centroid sideslip angle;

[0011] Obtain a second difference between the desired yaw rate and the current yaw rate;

[0012] The desired angle of the rear wheel is generated based on the first difference and the second difference.

[0013] In one possible implementation, generating the desired angle of the rear wheel based on the first difference and the second difference includes:

[0014] Using the various fuzzy rules in the fuzzy control algorithm, based on the first difference and the second difference, determine the membership function of each fuzzy rule in the output universe of discourse;

[0015] The output universe of discourse, including the membership function, is discretized, and the desired angle of the rear wheel is generated based on the discretized discrete points and the membership degrees of the discrete points.

[0016] In one possible implementation, generating the current sideslip angle, the desired sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters includes:

[0017] Based on the longitudinal and transverse components of vehicle speed in the driving state parameters, the current centroid sideslip angle is generated.

[0018] Based on the distance from the vehicle's center of gravity to the front axle, vehicle length, vehicle mass, distance from the vehicle's center of gravity to the rear axle, front wheel steering angle, vehicle speed lateral axis component, and front wheel sideslip stiffness in the driving state parameters, the desired center of gravity sideslip angle is generated.

[0019] Based on the vehicle speed, the front wheel angle, the horizontal component of the vehicle speed, and the vehicle length in the driving state parameters, the desired yaw rate is generated.

[0020] In one possible implementation, the driving state parameters include the braking force of the left wheel, the braking force of the right wheel, the steering wheel angle, and the current yaw rate; the method further includes:

[0021] If the difference between the braking force of the left wheel and the braking force of the right wheel is greater than a first threshold, the steering wheel angle is greater than or equal to a second threshold, the current yaw rate is greater than or equal to a third threshold, and the current center of gravity sideslip angle is greater than or equal to a fourth threshold, then it is determined that the vehicle has slipped.

[0022] In one possible implementation, the driving state parameters include the adhesion coefficients of each wheel in the vehicle, and the method further includes:

[0023] Calculate the difference in the coefficient of adhesion between any two wheels;

[0024] If at least three of the differences are greater than the fifth threshold, it is determined that the vehicle has slipped.

[0025] In one possible implementation, the method further includes:

[0026] The vehicle's driving status parameters are collected at at least two different collection times;

[0027] Between adjacent data collection moments, the following steps are performed: generating the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters; and generating the desired angle of the rear wheels based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0028] In one possible implementation, controlling the rear wheel, which is in contact with the side of the road with a high coefficient of adhesion, to rotate the desired angle in the event of vehicle slippage includes:

[0029] In the event of vehicle slippage, the direction opposite to the steering of the front wheels is determined as the steering direction of the rear wheels;

[0030] Based on the braking force of each wheel in the driving state parameters, the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is determined, and the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is controlled to rotate by the desired angle along the steering direction.

[0031] A second aspect of this application provides a vehicle control system, comprising:

[0032] The data generation module is used to generate the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters.

[0033] An angle generation module is used to generate the desired angle of the rear wheel based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0034] The vehicle control module is used to control the rear wheels, which are in contact with the side of the road with a high coefficient of adhesion, to rotate by the desired angle when the vehicle slips.

[0035] In one possible implementation, the driving state parameters include the current yaw rate; the angle generation module is configured as follows:

[0036] Obtain the first difference between the desired centroid sideslip angle and the current centroid sideslip angle;

[0037] Obtain a second difference between the desired yaw rate and the current yaw rate;

[0038] The desired angle of the rear wheel is generated based on the first difference and the second difference.

[0039] In one possible implementation, the angle generation module is configured to generate the desired angle of the rear wheel based on the first difference and the second difference as follows:

[0040] Using the various fuzzy rules in the fuzzy control algorithm, based on the first difference and the second difference, determine the membership function of each fuzzy rule in the output universe of discourse;

[0041] The output universe of discourse, including the membership function, is discretized, and the desired angle of the rear wheel is generated based on the discretized discrete points and the membership degrees of the discrete points.

[0042] In one possible implementation, the data generation module is configured as follows:

[0043] Based on the longitudinal and transverse components of vehicle speed in the driving state parameters, the current centroid sideslip angle is generated.

[0044] Based on the distance from the vehicle's center of gravity to the front axle, vehicle length, vehicle mass, distance from the vehicle's center of gravity to the rear axle, front wheel steering angle, vehicle speed lateral axis component, and front wheel sideslip stiffness in the driving state parameters, the desired center of gravity sideslip angle is generated.

[0045] Based on the vehicle speed, the front wheel angle, the horizontal component of the vehicle speed, and the vehicle length in the driving state parameters, the desired yaw rate is generated.

[0046] In one possible implementation, the driving state parameters include the braking force of the left wheel, the braking force of the right wheel, the steering wheel angle, and the current yaw rate. The vehicle control module is configured to, when detecting vehicle slippage, be:

[0047] If the difference between the braking force of the left wheel and the braking force of the right wheel is greater than a first threshold, the steering wheel angle is greater than or equal to a second threshold, the current yaw rate is greater than or equal to a third threshold, and the current center of gravity sideslip angle is greater than or equal to a fourth threshold, then it is determined that the vehicle has slipped.

[0048] In one possible implementation, the driving state parameters include the adhesion coefficients of each wheel in the vehicle, and the vehicle control module is set to:

[0049] Calculate the difference in the coefficient of adhesion between any two wheels;

[0050] If at least three of the differences are greater than the fifth threshold, it is determined that the vehicle has slipped.

[0051] In one possible implementation, the data generation module is further configured as follows:

[0052] The vehicle's driving status parameters are collected at at least two different collection times;

[0053] Between adjacent data collection moments, the following steps are performed: generating the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters; and generating the desired angle of the rear wheels based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0054] In one possible implementation, the vehicle control module is configured as follows:

[0055] In the event of vehicle slippage, the direction opposite to the steering of the front wheels is determined as the steering direction of the rear wheels;

[0056] Based on the braking force of each wheel in the driving state parameters, the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is determined, and the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is controlled to rotate by the desired angle along the steering direction.

[0057] A third aspect of this application provides a vehicle, the vehicle comprising:

[0058] Memory, used to store executable program code;

[0059] A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in the first aspect or any implementation thereof.

[0060] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle control method as described in the first aspect or any implementation thereof.

[0061] The fifth aspect of this application provides a computer-readable storage medium carrying at least one computer program that, when executed by an electronic device, enables the electronic device to implement the vehicle control method as described in the first aspect or any implementation thereof.

[0062] The vehicle control provided in this application generates the current center-of-gravity sideslip angle, the desired center-of-gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters. It then generates the desired angle of the rear wheels based on these parameters. This enables the control of the rear wheels, which are in contact with the side of the road with the higher coefficient of adhesion, to rotate by the desired angle when the vehicle slips. The lateral force generated by the rear wheels rotating by the desired angle suppresses the degree of vehicle slippage, alleviating the problem of oversteer. Furthermore, since the control of the rear wheel rotation does not require active operation by the driver, it can suppress oversteer without the driver noticing, thus improving driving safety.

[0063] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0064] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0065] Figure 1 schematically illustrates a flowchart of a vehicle control method provided in this application;

[0066] Figure 2 schematically illustrates a wheel lateral force diagram provided in this application;

[0067] Figure 3 schematically illustrates a flowchart of a vehicle control method provided in this application;

[0068] Figure 4 schematically shows a block diagram of a vehicle control system provided in this application. Specific Implementation

[0069] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0070] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0071] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0072] The first aspect of this application provides a vehicle control method, as shown in Figure 1, which includes:

[0073] Step S101: Generate the current centroid sideslip angle, the desired centroid sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters.

[0074] In practical applications, the aforementioned vehicle driving status parameters can be the status parameters collected by the vehicle's various built-in sensors during the vehicle's movement.

[0075] In practical applications, the aforementioned current centroid sideslip angle is the angle between the vehicle's centroid velocity direction and its forward direction, generated from a single set of collected driving state parameters. By generating the current centroid sideslip angle, it can be used to characterize the vehicle's stability at the current data collection moment.

[0076] In practical applications, the aforementioned expected centroid sideslip angle is the angle between the vehicle's centroid velocity direction and its forward direction, predicted based on a single set of driving state parameters. By generating the expected centroid sideslip angle, it can be used to characterize the vehicle's stability at the next data acquisition time.

[0077] In practical applications, the aforementioned expected yaw rate is the predicted angular velocity of the vehicle's rotation around its vertical axis, based on a single set of driving state parameters. The vertical axis refers to the axis perpendicular to the road surface and passing through the vehicle's center of mass. By generating the expected yaw rate, it can be used to characterize the rate of change of the vehicle's yaw or turning speed in the lateral plane at the next data acquisition moment.

[0078] Step S102: Generate the desired angle of the rear wheel based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0079] In practical applications, the aforementioned expected angle is the steering angle when the rear wheels need to turn.

[0080] Step S103: When the vehicle slips, control the rear wheel that is in contact with the side of the road surface with a high road adhesion coefficient and rotate it by the desired angle.

[0081] In practical applications, the aforementioned high road surface adhesion coefficient is the lower limit of the road surface adhesion coefficient when the wheels do not slip.

[0082] In practical applications, when a vehicle is traveling on a road surface with uneven adhesion coefficients (such as a split-plane road), if the vehicle performs actions such as steering or overtaking, the different adhesion coefficients of the road surface in contact with each wheel cause differences in the lateral forces of the left and right wheels or the front and rear wheels. This leads to an imbalance in the yaw moment generated by the wheels, resulting in oversteer. In some embodiments, taking a split-plane road as an example, when the adhesion coefficient of the road surface in contact with the left wheel is much higher than that in contact with the right wheel, when the front wheels turn left, the right front wheel will reach its friction limit earlier than the left front wheel. At this time, the right front wheel will generate a lateral force pointing outwards. During this process, the left front wheel provides a lateral force pointing inwards, which generates a yaw moment, causing the vehicle to turn left. However, due to insufficient adhesion of the right rear wheel, the rear wheel cannot provide a counter-torque opposite to the yaw moment of the front wheels, making it impossible for the vehicle to maintain torque balance during steering, thus causing the vehicle to slip. This application, by controlling the desired rotation angle of the rear wheel in contact with the side of the road surface with a high coefficient of adhesion when the vehicle slips, can increase the lateral force generated by the rear wheel, alleviate the problem of vehicle oversteering, and improve driving safety.

[0083] This application generates the current center-of-gravity sideslip angle, the desired center-of-gravity sideslip angle, and the desired yaw rate based on collected vehicle driving state parameters. It then generates the desired angle of the rear wheels based on these parameters. This allows for the control of the rear wheels in contact with the side of the road surface with the higher coefficient of adhesion when the vehicle slips. The lateral force generated by this rotation of the rear wheels suppresses vehicle slippage, mitigating oversteer. Furthermore, since the control of the rear wheel rotation requires no driver intervention, this application can suppress oversteer without the driver noticing, thus improving driving safety.

[0084] In some embodiments, the driving state parameters include the current yaw rate; step S102, which generates the desired angle of the rear wheels based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate, includes:

[0085] Step S1021: Obtain the first difference between the desired centroid sideslip angle and the current centroid sideslip angle.

[0086] Step S1022: Obtain the second difference between the desired yaw rate and the current yaw rate.

[0087] Step S1023: Generate the desired angle of the rear wheel based on the first difference and the second difference.

[0088] In practical applications, the current sideslip angle and the desired sideslip angle characterize the vehicle's stability at two adjacent acquisition times, while the desired yaw rate and the current yaw rate characterize the rate of speed change of the vehicle during lateral swaying or turning at two adjacent acquisition times. Therefore, this application obtains a first difference between the desired sideslip angle and the current sideslip angle, and a second difference between the desired yaw rate and the current yaw rate. These first and second differences are then used to characterize the vehicle's stability and sway rate changes in the lateral plane. Based on these first and second differences, the desired rear wheel angle is generated, improving the accuracy of the obtained desired angle.

[0089] In practical applications, the aforementioned current yaw rate can be collected in real time by the vehicle's yaw rate sensor.

[0090] In some embodiments, step S1023, generating the desired rear wheel angle based on the first difference and the second difference, includes:

[0091] Step A11: Using the various fuzzy rules in the fuzzy control algorithm, based on the first difference and the second difference, determine the membership function of each fuzzy rule in the output universe of discourse.

[0092] Step A12: Discretize the output universe of discourse, including the membership function, and generate the expected angle of the rear wheel based on the discrete points and their membership degrees after discretization.

[0093] In practical applications, the aforementioned fuzzy control algorithm is a pre-built algorithm based on fuzzy control (FC) technology. Since the vehicle slippage process is nonlinear, using traditional mathematical models or vehicle mechanics models for control requires increasing the accuracy of these models. Fuzzy control, however, offers high accuracy in solving nonlinear problems. Based on fuzzy rules and membership functions, vehicle control can achieve accurate vehicle control without the need for high-precision mathematical or mechanics models.

[0094] In practical applications, the design process of the above fuzzy control algorithm may include the following steps:

[0095] Step B11: Define input variables: the difference in sideslip angle of the center of mass (first difference) and the difference in yaw rate (second difference).

[0096] Step B12: Define fuzzy variables: Define the membership functions corresponding to each input variable.

[0097] In some embodiments, the membership function described above is used to convert precisely input variables (first difference or second difference) into fuzzy linguistic variables. For example, the membership function corresponding to the first difference may include three numerical ranges, each corresponding to: low centroid sideslip angle, medium centroid sideslip angle, and high centroid sideslip angle.

[0098] Step B13: Define fuzzy rules: Based on experimental data and previous design experience, construct fuzzy rules to describe the relationship between input and output.

[0099] In some embodiments, at least one of the aforementioned fuzzy rules can be set based on experimental data and prior design experience. For example, a preset rule might describe an input-output relationship as "if the yaw rate difference is high and the center of gravity sideslip angle difference is high, then the output rear wheel steering angle is large." By configuring the aforementioned fuzzy rules, during fuzzy inference, the fuzzy rules, based on the input membership degree (input variable) and the defined membership function, output the membership function of each fuzzy rule representing the desired angle information within the output domain.

[0100] Step B14: Define defuzzification: Configure defuzzification logic based on the centroid method to output the desired angle.

[0101] In some embodiments, the Centroid of Gravity Method (COG) is used to convert the output universe of discourse obtained from fuzzy inference into an accurate desired angle. Its implementation can be as follows: truncate the membership functions output by each fuzzy rule to their activation strength (e.g., take the minimum or product), and then take the union (maximum) of all results. In actual calculations, the output universe of discourse is often discretized into multiple discrete points, and the membership degree μ(x) of each discrete point is calculated. i Then, an approximate calculation is performed to obtain the desired angle of the rear wheel:

[0102] Where, x * x represents the desired angle of the rear wheel. i Let i represent the i-th discrete point, where i represents the identifier of the discrete point.

[0103] In some embodiments, step S101, which generates the current sideslip angle, the desired sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters, includes:

[0104] Step S1011: Based on the longitudinal and transverse components of vehicle speed in the driving state parameters, generate the current centroid sideslip angle.

[0105] Step S1012: Based on the distance from the vehicle's center of gravity to the front axle, vehicle length, vehicle mass, distance from the vehicle's center of gravity to the rear axle, front wheel steering angle, vehicle speed lateral axis component, and front wheel lateral stiffness in the driving state parameters, generate the desired center of gravity lateral slip angle.

[0106] Step S1013: Based on the vehicle speed, front wheel steering angle, vehicle speed lateral component and vehicle length in the driving state parameters, generate the desired yaw rate.

[0107] In practical applications, the aforementioned generation of the current sideslip angle, desired sideslip angle, and desired yaw rate based on collected vehicle driving state parameters can be generated by a vehicle dynamics model constructed according to vehicle parameters of different vehicle models. The types of such vehicle dynamics models can be various, including but not limited to: two-degree-of-freedom models, three-degree-of-freedom models, and four-wheel dynamic models. This application does not impose excessive limitations or elaborate on the specific types of the aforementioned vehicle dynamics models.

[0108] In practical applications, there are various implementation methods for generating the current centroid sideslip angle, the desired centroid sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters. One such method is provided here as an example:

[0109] The current centroid sideslip angle β is obtained using the following formula:

[0110] β=arctan2(v y ,v x (2)

[0111] Among them, v y The vertical component of vehicle speed, v x The above-mentioned vehicle speed horizontal axis component represents the vehicle speed component along the vehicle's longitudinal axis. The above-mentioned vehicle speed horizontal axis component represents the vehicle speed component along the vehicle's transverse axis. The above-mentioned vehicle longitudinal axis is an axis that passes through the center point of the vehicle's front and rear ends and is parallel to the vehicle's contact surface. The vehicle transverse axis is an axis that is perpendicular to the vehicle's longitudinal axis and parallel to the vehicle's contact surface.

[0112] The desired centroid sideslip angle β is obtained using the following formula. des :

[0113] Among them, l r The distance from the vehicle's center of gravity to the front axle is represented by L, the vehicle length by K, the preset stability coefficient by m, and the vehicle mass by l. f C represents the distance from the vehicle's center of gravity to the rear axle. αf Indicates the front wheel lateral stiffness, δ f Indicates the steering angle of the front wheels.

[0114] The desired yaw rate γ is obtained using the following formula. des :

[0115] Where v represents the aforementioned vehicle speed.

[0116] In practical applications, since the vehicle speed, longitudinal component of vehicle speed, lateral component of vehicle speed, distance from vehicle center of gravity to front axle, vehicle length, vehicle mass, distance from vehicle center of gravity to rear axle, front wheel steering angle, lateral component of vehicle speed, and front wheel sideslip stiffness in the above driving state parameters are all inherent parameters of the vehicle and real parameters collected by vehicle sensors, the above preset stability coefficient can be based on parameters obtained after vehicle calibration. Furthermore, the process of generating the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate does not introduce additional estimation parameters or calculation parameters obtained through other calculation methods. Therefore, the accuracy of the obtained current center of gravity sideslip angle, desired center of gravity sideslip angle, and desired yaw rate is improved, thereby improving the vehicle control accuracy.

[0117] In some embodiments, the driving state parameters include the braking force of the left wheel, the braking force of the right wheel, the steering wheel angle, and the current yaw rate. The vehicle control method provided in this application may further include:

[0118] Step S104: If the difference between the braking force of the left wheel and the braking force of the right wheel is greater than the first threshold, the steering wheel angle is greater than or equal to the second threshold, the current yaw rate is greater than or equal to the third threshold, and the current center of gravity sideslip angle is greater than or equal to the fourth threshold, then it is determined that the vehicle has slipped.

[0119] In practical applications, a difference between the braking force of the left and right wheels exceeding a first threshold indicates that the road surface is a split road or other types of road surface with uneven adhesion coefficients. The first threshold can be the difference in wheel braking force calibrated under experimental conditions that cause vehicle slippage. A steering wheel angle greater than or equal to a second threshold in the driving state parameters indicates that the vehicle is currently turning, overtaking, or oversteering. Similarly, a current yaw rate greater than or equal to a third threshold, and a current sideslip angle greater than or equal to a fourth threshold, indicate that the vehicle is undergoing lateral movement in the lateral plane. The second, third, and fourth thresholds can be positive numbers greater than or equal to 0.

[0120] In some embodiments, the vehicle control method provided in this application may further include:

[0121] Step S105: Calculate the difference in the adhesion coefficients of any two wheels.

[0122] Step S106: If there are at least three differences greater than the fifth threshold, then it is determined that the vehicle has slipped.

[0123] In this embodiment, the determination of vehicle slippage can also be achieved by configuring the analysis of the adhesion coefficients of each wheel collected by the vehicle sensors. Taking the adhesion coefficient of each wheel as an example, the difference between the adhesion coefficients of any two wheels is calculated and compared with a fifth threshold. If there are three differences that are all greater than the fifth threshold, it is determined that the vehicle has slipped.

[0124] In some embodiments, the determination of vehicle slippage can also be achieved by configuring the analysis of road surface images acquired by the vehicle image acquisition device.

[0125] In some embodiments, the vehicle control method provided in this application may further include:

[0126] Step S107: Collect vehicle driving status parameters at at least two different collection times.

[0127] Step S108: Between adjacent acquisition times, perform the following steps: generate the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the acquired vehicle driving state parameters; and generate the desired angle of the rear wheel based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0128] In practical applications, this application configures the collection of vehicle driving state parameters multiple times, and executes the following steps between adjacent collection times: generating the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters; and generating the desired rear wheel angle based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate. This enables the dynamic generation of the desired rear wheel angle at each future moment. Thus, in the event of vehicle slippage, the desired angle generated at a moment before the slippage occurs can be used for direct control, improving the vehicle control response rate and enhancing driving safety.

[0129] In some embodiments, this application can also be configured to trigger the collection of vehicle driving state parameters when the vehicle slips, generate a current center of gravity sideslip angle, a desired center of gravity sideslip angle, and a desired yaw rate based on the triggered collection of vehicle driving state parameters, and generate a desired angle for the rear wheels based on the currently generated current center of gravity sideslip angle, desired center of gravity sideslip angle, and desired yaw rate. Subsequently, the rear wheels in contact with the side of the road surface with a high road adhesion coefficient are controlled to rotate by the desired angle.

[0130] In some embodiments, step S103, which involves controlling the rear wheel in contact with the side of the road surface having a high coefficient of adhesion to rotate by a desired angle when the vehicle slips, includes:

[0131] Step S1031: When the vehicle slips, determine the direction of the rear wheels as the opposite direction of the front wheel steering.

[0132] Step S1032: Based on the braking force of each wheel in the driving state parameters, determine the rear wheel that is in contact with the side of the road with a high road surface adhesion coefficient, and control the rear wheel that is in contact with the side of the road with a high road surface adhesion coefficient to rotate by the desired angle along the steering direction.

[0133] Figure 2 illustrates the lateral force of the wheels when a vehicle slips in a real-world application scenario. Assume the coefficient of adhesion on the left side of the road is greater than that on the right side. The vehicle has already slipped. At this point, both the left front and left rear wheels are in contact with the side of the road with the higher coefficient of adhesion, while both the right front and right rear wheels are in contact with the side with the lower coefficient of adhesion. Because the left side has a higher coefficient of adhesion, the lateral forces of both the left front and left rear wheels point towards the left turning direction to counteract the centrifugal force. However, because the right side has a lower coefficient of adhesion, the lateral forces of both the right front and right rear wheels, under the influence of centrifugal force, point towards the opposite side of the left turning direction. By determining the direction of the rear wheels as the opposite of the front wheel's steering direction (as shown by the dotted line pointing towards the left rear wheel's lateral force in the diagram), the left rear wheel's lateral force has a component opposite to the centrifugal force along the longitudinal axis of the lane coordinate system. This counteracts some of the centrifugal force, reducing the degree of vehicle slippage and improving driving safety.

[0134] To facilitate understanding of the vehicle control method provided in this application, a possible implementation of this application is described below:

[0135] Figure 3 shows a flowchart of a vehicle control method provided in this application. After collecting the vehicle's driving state parameters, these parameters are sent to a two-degree-of-freedom model, and the system detects whether the vehicle is slipping based on these parameters. If the vehicle is not slipping, the driving state parameters are collected again. If the vehicle is slipping, the direction opposite to the front wheel steering is determined as the rear wheel steering direction. The two-degree-of-freedom model generates the current center-of-gravity sideslip angle, the desired center-of-gravity sideslip angle, and the desired yaw rate based on the driving state parameters. The difference between the current center-of-gravity sideslip angle and the desired center-of-gravity sideslip angle is calculated, as is the difference between the desired yaw rate and the current yaw rate. The first and second differences are sent to a preset fuzzy control algorithm to obtain the desired angle output by the preset fuzzy control algorithm. If the vehicle is slipping, the rear wheel, which is in contact with the side of the road with a high road adhesion coefficient, is controlled to rotate along the rotation direction by the desired angle.

[0136] A second aspect of this application provides a vehicle control system, as shown in FIG4, which includes:

[0137] The data generation module 401 is used to generate the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters.

[0138] Angle generation module 402 is used to generate the desired angle of the rear wheel based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate;

[0139] The vehicle control module 403 is used to control the rear wheel, which is in contact with the side of the road with a high coefficient of road adhesion, to rotate by a desired angle when the vehicle slips.

[0140] In one possible implementation, the driving state parameters include the current yaw rate; the aforementioned angle generation module 402 is configured as follows:

[0141] Obtain the first difference between the expected centroid sideslip angle and the current centroid sideslip angle;

[0142] Obtain the second difference between the desired yaw rate and the current yaw rate;

[0143] The desired angle of the rear wheel is generated based on the first and second differences.

[0144] In one possible implementation, the angle generation module 402 described above is further configured to generate the desired angle of the rear wheel based on the first difference and the second difference:

[0145] Using the various fuzzy rules in the fuzzy control algorithm, the membership function of each fuzzy rule in the output universe is determined based on the first difference and the second difference;

[0146] The output universe of discourse, including the membership function, is discretized, and the expected angle of the rear wheel is generated based on the discretized discrete points and their membership degrees.

[0147] In one possible implementation, the data generation module 401 described above is configured as follows:

[0148] Based on the longitudinal and transverse components of vehicle speed in the driving state parameters, the current centroid sideslip angle is generated.

[0149] Based on the vehicle's center of gravity distance to the front axle, vehicle length, vehicle mass, distance to the rear axle, front wheel steering angle, vehicle speed lateral component, and front wheel sideslip stiffness in the driving state parameters, the desired center of gravity sideslip angle is generated.

[0150] Based on the vehicle speed, front wheel steering angle, horizontal component of vehicle speed, and vehicle length in the driving state parameters, the desired yaw rate is generated.

[0151] In one possible implementation, the driving state parameters include the braking force of the left wheel, the braking force of the right wheel, the steering wheel angle, and the current yaw rate. The vehicle control module 403 is configured to, when detecting vehicle slippage, be:

[0152] If the difference between the braking force of the left wheel and the braking force of the right wheel is greater than the first threshold, the steering wheel angle is greater than or equal to the second threshold, the current yaw rate is greater than or equal to the third threshold, and the current center of gravity sideslip angle is greater than or equal to the fourth threshold, then the vehicle is determined to have slipped.

[0153] In one possible implementation, the driving state parameters include the adhesion coefficients of each wheel in the vehicle, and the vehicle control module 403 is set to the following when it detects that the vehicle is slipping:

[0154] Calculate the difference in the coefficient of adhesion between any two wheels;

[0155] If at least three differences are greater than the fifth threshold, then the vehicle is determined to have slipped.

[0156] In one possible implementation, the data generation module 401 described above is further configured as follows:

[0157] Vehicle driving status parameters are collected at at least two different collection times;

[0158] Between adjacent data collection moments, the system generates the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters. It also triggers the angle generation module to execute the operation steps of generating the desired angle of the rear wheels based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

[0159] In one possible implementation, the vehicle control module 403 is configured as follows:

[0160] When the vehicle slips, the direction opposite to the steering of the front wheels is determined as the steering direction of the rear wheels;

[0161] Based on the braking force of each wheel in the driving state parameters, the rear wheel that is in contact with the side of the road with a high road surface adhesion coefficient is determined, and the rear wheel that is in contact with the side of the road with a high road surface adhesion coefficient is controlled to rotate at a desired angle in the steering direction.

[0162] A third aspect of this application provides a vehicle, the vehicle comprising:

[0163] Memory, used to store executable program code;

[0164] A processor is used to call and run executable program code from memory, causing the vehicle to perform a vehicle control method as described in the first aspect or any implementation thereof.

[0165] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to perform the vehicle control method as described in the first aspect or any implementation thereof.

[0166] The fifth aspect of this application provides a computer-readable storage medium carrying at least one computer program that, when executed by an electronic device, enables the electronic device to implement the vehicle control method as described in the first aspect or any implementation thereof.

[0167] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0168] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits (ASICs), dedicated central processing units (CPUs), dedicated memory, dedicated components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can be diverse, such as analog circuits, digital circuits, or dedicated circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, a universal serial bus flash drive, a portable hard disk, read-only memory (ROM), random access memory (RAM), a disk, or an optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, training equipment, or network equipment, etc.) to execute the methods described in the various embodiments of this application.

[0169] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0170] The computer program product includes at least one computer instruction. When the computer program instruction is loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instruction may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instruction may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line, DSL) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., Digital Video Disc, DVD), or a semiconductor medium (e.g., Solid State Disk, SSD), etc.

[0171] The terms "an embodiment," "embodiment," or "one or more embodiments" as used herein mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of this application. Furthermore, please note that the examples of the phrase "in one embodiment" do not necessarily all refer to the same embodiment.

[0172] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0173] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle control method, wherein, include: The current sideslip angle, the desired sideslip angle, and the desired yaw rate are generated based on the collected vehicle driving state parameters. The desired angle of the rear wheel is generated based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate. In the event of vehicle slippage, the rear wheel, which is in contact with the side of the road surface with a high coefficient of adhesion, is controlled to rotate by the desired angle.

2. The vehicle control method according to claim 1, wherein, The driving state parameters include the current yaw rate; the generation of the desired rear wheel angle based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate includes: Obtain the first difference between the desired centroid sideslip angle and the current centroid sideslip angle; Obtain a second difference between the desired yaw rate and the current yaw rate; The desired angle of the rear wheel is generated based on the first difference and the second difference.

3. The vehicle control method according to claim 2, wherein, The step of generating the desired rear wheel angle based on the first difference and the second difference includes: Using the various fuzzy rules in the fuzzy control algorithm, based on the first difference and the second difference, determine the membership function of each fuzzy rule in the output universe of discourse; The output universe of discourse, including the membership function, is discretized, and the desired angle of the rear wheel is generated based on the discretized discrete points and the membership degrees of the discrete points.

4. The vehicle control method according to any one of claims 1 to 3, wherein, The generation of the current sideslip angle, desired sideslip angle, and desired yaw rate based on the collected vehicle driving state parameters includes: Based on the longitudinal and transverse components of vehicle speed in the driving state parameters, the current centroid sideslip angle is generated. Based on the distance from the vehicle's center of gravity to the front axle, vehicle length, vehicle mass, distance from the vehicle's center of gravity to the rear axle, front wheel steering angle, vehicle speed lateral axis component, and front wheel sideslip stiffness in the driving state parameters, the desired center of gravity sideslip angle is generated. Based on the vehicle speed, the front wheel angle, the horizontal component of the vehicle speed, and the vehicle length in the driving state parameters, the desired yaw rate is generated.

5. The vehicle control method according to any one of claims 1 to 4, wherein, The driving state parameters include the braking force of the left wheel, the braking force of the right wheel, the steering wheel angle, and the current yaw rate. The method further includes: If the difference between the braking force of the left wheel and the braking force of the right wheel is greater than a first threshold, the steering wheel angle is greater than or equal to a second threshold, the current yaw rate is greater than or equal to a third threshold, and the current center of gravity sideslip angle is greater than or equal to a fourth threshold, then it is determined that the vehicle has slipped.

6. The vehicle control method according to any one of claims 1 to 4, wherein, The driving state parameters include the adhesion coefficients of each wheel in the vehicle, and the method further includes: Calculate the difference in the coefficient of adhesion between any two wheels; If at least three of the differences are greater than the fifth threshold, it is determined that the vehicle has slipped.

7. The vehicle control method according to any one of claims 1 to 6, wherein, The method further includes: The vehicle's driving status parameters are collected at at least two different collection times; Between adjacent data collection moments, the following steps are performed: generating the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters; and generating the desired angle of the rear wheels based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate.

8. The vehicle control method according to any one of claims 1 to 7, wherein, In the event of vehicle slippage, controlling the rear wheel in contact with the side of the road surface with a high coefficient of adhesion to rotate by the desired angle includes: In the event of vehicle slippage, the direction opposite to the steering of the front wheels is determined as the steering direction of the rear wheels; Based on the braking force of each wheel in the driving state parameters, the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is determined, and the rear wheel that is in contact with the side of the road surface with a high road surface adhesion coefficient is controlled to rotate by the desired angle along the steering direction.

9. A vehicle control system, wherein, include: The data generation module is used to generate the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate based on the collected vehicle driving state parameters. An angle generation module is used to generate the desired angle of the rear wheel based on the current center of gravity sideslip angle, the desired center of gravity sideslip angle, and the desired yaw rate. The vehicle control module is used to control the rear wheels, which are in contact with the side of the road with a high coefficient of adhesion, to rotate by the desired angle when the vehicle slips.

10. The vehicle control system according to claim 9, wherein, The driving status parameters include the current yaw rate; the angle generation module is set to: Obtain the first difference between the desired centroid sideslip angle and the current centroid sideslip angle; Obtain a second difference between the desired yaw rate and the current yaw rate; The desired angle of the rear wheel is generated based on the first difference and the second difference.

11. A vehicle, wherein, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 8.

12. A computer program product, wherein, The computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle control method as described in any one of claims 1 to 8.

13. A computer-readable storage medium, wherein, The computer-readable storage medium carries at least one computer program that, when executed by an electronic device, enables the electronic device to implement the vehicle control method as described in any one of claims 1 to 8.

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