CN117141462A

CN117141462A - Vehicle control method and device, electronic equipment and vehicle

Info

Publication number: CN117141462A
Application number: CN202311225023.8A
Authority: CN
Inventors: 刘富庆; 陶喆; 张雪阳; 仇江海; 张俊发; 苏德天
Original assignee: Nasn Automotive Electronics Co Ltd
Current assignee: Nasn Automotive Electronics Co Ltd
Priority date: 2023-09-20
Filing date: 2023-09-20
Publication date: 2023-12-01

Abstract

The application discloses a vehicle control method, a device, electronic equipment and a vehicle, wherein the method comprises the following steps: in response to detecting that the vehicle is in a turning state, the vehicle speed is greater than a preset speed, and the accelerator pedal opening variation is greater than a preset variation value, acquiring a target parameter for representing the load transfer rate of the vehicle; when the target parameter meets a preset condition, the target yaw rate of the vehicle is modified, and the deviation between the actual yaw rate of the vehicle and the modified target yaw rate is determined; the target yaw rate is used to control a steering state of the vehicle; and oversteering pre-control is carried out on the vehicle according to the deviation. The vehicle control method provided by the application can be used for interventional control in advance when oversteer possibly occurs in the vehicle turning process, so that the risk of oversteer of the vehicle is reduced, and the driving safety is improved.

Description

Vehicle control method and device, electronic equipment and vehicle

Technical Field

The application belongs to the technical field of automobiles, and particularly relates to a vehicle control method, a device, electronic equipment and a vehicle.

Background

In the prior art, the oversteer control is generally only interposed when the target yaw rate of the vehicle deviates from the actual yaw rate, resulting in a later time of the oversteer control. Under special conditions, the limitation of target yaw rate calculation may cause that the driver has perceived the vehicle to be unstable and cannot accurately identify the oversteered condition of the vehicle. Particularly, when the vehicle turns, the driver releases the accelerator pedal suddenly while slowly steering, so that the axle load of the vehicle is easily transferred to the front axle, and the rear axle of the vehicle is instable, thereby causing oversteer of the vehicle.

Disclosure of Invention

The application aims to provide a vehicle control method, a device, electronic equipment and a vehicle, which are used for realizing the pre-control of the oversteering working condition possibly generated in the turning process of the vehicle, reducing the risk of oversteering of the vehicle and improving the driving safety.

To achieve the above object:

in a first aspect, the present application provides a vehicle control method including:

in response to detecting that the vehicle is in a turning state, the vehicle speed is greater than a preset speed, and the accelerator pedal opening variation is greater than a preset variation value, acquiring a target parameter for representing the load transfer rate of the vehicle;

when the target parameter meets a preset condition, the target yaw rate of the vehicle is modified, and the deviation between the actual yaw rate of the vehicle and the modified target yaw rate is determined; the target yaw rate is used to control a steering state of the vehicle;

and oversteering pre-control is carried out on the vehicle according to the deviation.

In one embodiment, the target parameters include: vehicle speed, lateral force, gradient of decrease and decrease of motor output torque in preset time.

In an embodiment, the meeting the preset condition includes:

the vehicle speed is greater than a preset speed;

the lateral force is greater than a preset lateral force;

the descending gradient of the motor output torque is larger than a preset gradient value;

the reduction amount of the motor output torque is larger than a preset reduction amount threshold value.

In one embodiment, the correcting the target yaw rate of the vehicle includes:

performing interpolation calculation on the lateral force born by the vehicle to determine a correction factor for correcting the target yaw rate of the vehicle;

and determining the target yaw rate after the modification according to the modification factor.

In one embodiment, the oversteering pre-control of the vehicle based on the deviation includes:

determining a yaw moment according to the deviation, the vehicle speed pressure building factor, the lateral acceleration pressure building factor, the road surface friction pressure building factor and the vehicle control amplification factor;

and determining a build-up pressure value of an outer wheel of the vehicle based on the yaw moment, and controlling the posture of the vehicle according to the build-up pressure value.

In an embodiment, before the obtaining of the target parameter for characterizing the load transfer rate of the vehicle, the method further includes:

detecting whether an oversteer pre-control function of the vehicle is in an available state;

if so, a step of obtaining a target parameter for characterizing the load transfer rate of the vehicle is performed.

In one embodiment, the oversteer pre-control function of the vehicle is in an available state, comprising:

the brake pedal is in an un-depressed state;

the yaw rate direction coincides with the rear axle sideslip angle direction and coincides with the lateral acceleration direction;

the opening of the accelerator pedal is smaller than a preset opening threshold value, and the vehicle is not in a free-running state;

the lateral force is greater than a preset lateral force threshold.

In a second aspect, the present application provides a vehicle control apparatus characterized by comprising:

the acquisition module is used for acquiring a target parameter used for representing the load transfer rate of the vehicle when the vehicle is detected to be in a turning state, the vehicle speed is greater than a preset speed and the variation of the opening of the accelerator pedal is greater than a preset threshold value;

the calculation module is used for correcting the target yaw rate of the vehicle when the target parameter meets a preset condition, and determining the deviation between the corrected target yaw rate and the actual yaw rate of the vehicle; the target yaw rate is used to control a steering state of the vehicle;

and the control module is used for carrying out oversteering pre-control on the vehicle according to the deviation.

In an embodiment, the obtaining module is specifically configured to:

and acquiring the speed, the lateral force and the descending gradient and the reduction amount of the motor output torque of the vehicle in a preset time period when the vehicle turns.

In one embodiment, the computing module is specifically configured to:

and determining a yaw moment according to the deviation, the vehicle speed pressure building factor, the lateral acceleration pressure building factor, the road surface friction pressure building factor and the vehicle control amplification factor.

In one embodiment, the control module is specifically configured to:

In a third aspect, the present application provides an electronic device, comprising: a processor and a memory for storing executable instructions; wherein the processor is configured to execute the instructions to implement the vehicle control method according to any one of the first aspects.

In a fourth aspect, the application provides a vehicle comprising an electronic device as described in the third aspect.

The application provides a vehicle control method, a device, electronic equipment and a vehicle, wherein the method comprises the following steps: in response to detecting that the vehicle is in a turning state, the vehicle speed is greater than a preset speed, and the accelerator pedal opening variation is greater than a preset variation value, acquiring a target parameter for representing the load transfer rate of the vehicle; when the target parameter meets a preset condition, the target yaw rate of the vehicle is modified, and the deviation between the actual yaw rate of the vehicle and the modified target yaw rate is determined; the target yaw rate is used to control a steering state of the vehicle; and oversteering pre-control is carried out on the vehicle according to the deviation. Through the method, the oversteer of the vehicle caused by the speed and the opening variation of the accelerator pedal in the turning process can be detected in advance, then the target yaw rate is corrected to intervene in controlling the oversteer of the vehicle, so that the risk is restrained before the oversteer occurs, the risk of the oversteer of the vehicle when the vehicle passes through a curve at a high speed is reduced, and the driving safety is improved.

Drawings

Fig. 1 is a schematic flow chart of a vehicle control method according to an embodiment of the present application;

FIG. 2 is a schematic diagram illustrating a specific process of a vehicle control method according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying claims.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the element defined by the phrase "comprising one … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element, and furthermore, elements having the same name in different embodiments of the application may have the same meaning or may have different meanings, the particular meaning of which is to be determined by its interpretation in this particular embodiment or by further combining the context of this particular embodiment.

It should be understood that although the terms first, second, third, etc. may be used herein to describe various information, these information should not be limited by these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope herein. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context. Furthermore, as used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context indicates otherwise. It will be further understood that the terms "comprises," "comprising," "includes," and/or "including" specify the presence of stated features, steps, operations, elements, components, items, categories, and/or groups, but do not preclude the presence, presence or addition of one or more other features, steps, operations, elements, components, items, categories, and/or groups. The terms "or" and/or "as used herein are to be construed as inclusive, or meaning any one or any combination. Thus, "A, B or C" or "A, B and/or C" means "any of the following: a, A is as follows; b, a step of preparing a composite material; c, performing operation; a and B; a and C; b and C; A. b and C). An exception to this definition will occur only when a combination of elements, functions, steps or operations are in some way inherently mutually exclusive.

It should be understood that, although the steps in the flowcharts in the embodiments of the present application are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited in order and may be performed in other orders, unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, the order of their execution not necessarily occurring in sequence, but may be performed alternately or alternately with other steps or at least a portion of the other steps or stages.

It should be noted that, in this document, step numbers such as S1 and S2 are adopted, and the purpose of the present application is to more clearly and briefly describe the corresponding content, and not to constitute a substantial limitation on the sequence, and those skilled in the art may execute S2 first and then execute S1 when implementing the present application, which is within the scope of protection of the present application.

It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.

In the following description, suffixes such as "module", "part" or "unit" for representing elements are used only for facilitating the description of the present application, and have no specific meaning per se. Thus, "module," "component," or "unit" may be used in combination.

Referring to fig. 1, a vehicle control method provided by an embodiment of the present application may be implemented by a vehicle control device provided by an embodiment of the present application, where the vehicle control device may be implemented in software and/or hardware, for example, in an electronic device such as a vehicle-mounted terminal, a vehicle-mounted controller, etc., and the vehicle control method provided by the embodiment of the present application includes:

step S1, in response to detecting that the vehicle is in a turning state, the vehicle speed is greater than a preset speed, and the accelerator pedal opening variation is greater than a preset variation value, a target parameter for representing the load transfer rate of the vehicle is obtained.

It will be appreciated that during a vehicle turn, misjudgment of parameters such as turning speed, turning radius, etc., excessive steering input, high sensitivity of the steering system of the vehicle, poor road surface condition, etc., may cause oversteer. In particular, when the vehicle travel speed is high and the accelerator pedal opening is abruptly changed, the load transfer rate is more likely to be increased, and an excessively high load transfer rate causes the weight distribution and traction of the vehicle to be changed, thereby causing the stability and control performance of the vehicle to be affected. Also, when the load transfer rate is too high, excessive lateral forces may also be generated by the vehicle. However, the control performance of the vehicle decreases, the lateral force increases, and the risk of oversteering the vehicle further increases.

Therefore, the vehicle speed and the accelerator pedal state can be monitored when the vehicle turns, and the target parameter for representing the load transfer rate of the vehicle can be obtained when the vehicle speed is greater than the preset speed and the accelerator pedal opening degree variation is greater than the preset variation value. Therefore, it is possible to pre-determine whether or not the vehicle is oversteered based on the target parameter for representing the load transfer rate of the vehicle, so that the oversteered of the vehicle can be suppressed in advance based on the result of the pre-determination.

Optionally, the target parameters for characterizing the load transfer rate of the vehicle include vehicle speed, lateral force, gradient of decrease in motor output torque and decrease in motor output torque over a preset period of time. The preset duration may be set according to actual situation requirements, for example, may be set to 3 seconds, 6 seconds, and the like.

It is understood that the influence of the vehicle speed on the load transfer rate when the vehicle turns is that an increase in the vehicle speed causes an increase in the centrifugal force of the vehicle, which in turn causes the load of the vehicle to be transferred to the outside of the vehicle, and the faster the vehicle speed, the greater the load on the outside of the vehicle. The lateral force generated during cornering acts on the center of gravity of the vehicle, which causes the load to be transferred from the inner tire to the outer tire, and the lateral force generated during load transfer acts on the vehicle body, so that the center of gravity position of the vehicle is changed. The motor output torque can directly influence the acceleration and turning performance of the vehicle, when the motor output torque is reduced, the acceleration force and traction force of the vehicle are reduced, the lateral force of the vehicle during turning is reduced, the vehicle loses a part of operability and stability during turning, and the tire of the vehicle is slipped or out of control during turning due to the reduction of traction force, so that the stability of the vehicle is reduced. In addition, when the motor output torque abruptly changes, the load is transferred from the driving wheels to the non-driving wheels, so that the position of the center of gravity of the vehicle is changed to cause unstable body posture, and the adhesion of the tires of the vehicle is reduced to cause slipping of the vehicle, so that the stability of the vehicle in cornering is reduced. When the vehicle turns left, the outer side of the vehicle is the side where the right wheel of the vehicle is located; when the vehicle turns right, the outside of the vehicle is the side where the left wheel of the vehicle is located.

Step S2, when the target parameter meets a preset condition, the target yaw rate of the vehicle is modified, and the deviation between the actual yaw rate of the vehicle and the modified target yaw rate is determined; the target yaw rate is used to control a steering state of the vehicle.

Wherein, the meeting the preset condition may include: the vehicle speed is greater than a preset speed; the lateral force is greater than a preset lateral force; the descending gradient of the motor output torque is larger than a preset gradient value; the decrease in motor output torque is greater than a preset decrease threshold.

As described above, when the vehicle speed is too high, the centrifugal force of the vehicle increases, and the load of the vehicle is transferred to the outer wheels, resulting in instability of the vehicle; excessive lateral force can change the position of the center of gravity of the vehicle, thereby causing instability of the vehicle; a sudden drop in motor output torque may cause a load to shift from the driving wheels to the non-driving wheels, thereby changing the position of the center of gravity of the vehicle and reducing the adhesion of the tires to cause instability of the vehicle; when the motor output torque reduction amount is larger than a preset reduction value, the accelerating force and the traction force of the vehicle can be reduced, and the lateral force of the vehicle during turning is reduced, so that a part of operability and stability of the vehicle during turning are lost. Therefore, when the target parameter satisfies a preset condition, the target yaw rate of the vehicle needs to be corrected to prevent the vehicle from oversteering.

It will be understood that the target yaw rate of the vehicle is the target angular rate of the vehicle during lateral movement, and represents the rate at which the vehicle changes direction in an ideal situation, and may also be used to characterize the handling performance, stability and ease of control of the vehicle. Wherein the relation of the target yaw rate to the actual yaw rate depends on the dynamic characteristics of the vehicle and the performance of the control system. In an ideal case, the actual yaw rate should match the target yaw rate, however, due to variations in environmental conditions, vehicle load, road surface friction, etc., the actual yaw rate may deviate from the target yaw rate, and the variation in the deviation reflects the variation in the stability of the vehicle body during running, and the greater the deviation, the worse the stability of the vehicle body. When the deviation occurs, feedback control is required by the control system according to a specific value of the deviation to gradually approach the actual yaw rate to the target yaw rate by adjusting the steering input or other manipulation parameters.

When the load transfer rate of the vehicle meets the preset condition, the target yaw rate of the vehicle is modified to generate a deviation from the actual yaw rate, and when the actual yaw rate is deviated from the modified target yaw rate, the electronic stability control system (ESC) can judge that the running state of the vehicle is unstable at the moment, and then the stability of the vehicle is adjusted based on the deviation, so that the aim of pre-controlling the steering transition of the vehicle is fulfilled. Understandably, the intervention control may prevent occurrence of an oversteer condition when the load transfer rate satisfies a preset condition indicating that the vehicle steering state has a tendency to oversteer.

Further, the correcting the target yaw rate of the vehicle includes:

As will be appreciated, the lateral force refers to the force acting in the lateral direction of the vehicle, typically due to friction between the vehicle tires and the road surface, and the target yaw rate refers to the target angular velocity of the vehicle as it moves laterally, which is indicative of the speed at which the vehicle changes direction in an ideal situation. Typically, the target yaw rate is set by a lateral control system of the vehicle, and the lateral force currently experienced by the vehicle is estimated by a vehicle dynamics model and sensor data while the vehicle is traveling. The current lateral force is subjected to interpolation calculation with a predefined lateral force-yaw rate characteristic curve, namely the current lateral force is matched with the lateral force-yaw rate characteristic curve, so that a correction factor for correcting the target yaw rate is determined, and after the correction factor is obtained, the control system can be applied to the target yaw rate to adjust the target yaw rate, so that the vehicle responds to the current lateral force more accurately. It will be appreciated that the lateral force versus yaw rate characteristic describes the lateral forces that a tire may produce at different yaw rates. The curve generally includes a linear region, a saturation region, and a slip region, the linear region characterizing the lateral force and yaw rate in a linear relationship when the vehicle is traveling in a low speed and small yaw rate range. The saturation region means that the lateral force gradually tends to saturate to a maximum value as the yaw rate increases, in which state the tire is no longer able to provide more lateral force as the yaw rate continues to increase. The slip region indicates that as the yaw rate continues to increase, the adhesion between the tire and the road surface decreases causing the tire to enter a slip state, thereby causing the lateral force to begin to decrease.

It will be appreciated that the lateral force versus yaw rate characteristics represent the lateral force performance of the tire under various operating conditions, but are typically data measured under idealized experimental conditions, and that these curves are typically obtained by conducting standardized tests at a control laboratory or test site in order to study the performance characteristics of the tire. Thus, the lateral force-yaw rate characteristic curve generally represents the relationship of the lateral force and the yaw rate in an ideal state, i.e., the relationship of the lateral force and the target yaw rate. The vehicle lateral control system is typically a feedback control system that continuously repeats updating of the correction factor and the target yaw rate during driving to maintain stability and drivability of the vehicle to achieve desired turning behavior.

And step S3, oversteering pre-control is carried out on the vehicle according to the deviation.

Here, the value of the bias is the absolute value of the difference between the absolute value of the actual yaw rate and the absolute value of the target yaw rate after the correction.

Further, the oversteering pre-control of the vehicle according to the deviation includes:

Understandably, the current yaw moment is represented by the product of the deviation, the vehicle speed build-up factor, the lateral acceleration build-up factor, the road surface friction build-up factor and the vehicle control amplification factor, the calculated yaw moment is arbitrated by an Electronic Stability Control (ESC) system of the vehicle, then the build-up value required by the outer wheels is output, and the build-up value is based on the build-up value to build-up the outer wheels, so that the gesture of the vehicle is controlled. When the vehicle turns oversteer, the center of gravity of the vehicle shifts due to larger lateral force, so that the friction force born by the inner side wheels of the vehicle is increased, and the friction force born by the outer side wheels is reduced, therefore, the outer side wheels need to be pressed to increase the ground grabbing force of the outer side wheels, and the dangerous situations of slipping or rollover and the like caused by oversteer of the vehicle are prevented. In this embodiment, when the load transfer rate satisfies a preset condition, that is, when the vehicle has a tendency of oversteering, the outside wheels of the vehicle are pressurized in advance, so as to prevent the vehicle from slipping or rollover due to oversteering in advance, thereby improving driving safety.

In an embodiment, before obtaining the target parameter for characterizing the load transfer rate of the vehicle, further comprising: detecting whether an oversteer pre-control function of the vehicle is in an available state; if so, a step of obtaining a target parameter for characterizing the load transfer rate of the vehicle is performed.

Specifically, it is detected whether an oversteer pre-control function of the vehicle is in an available state, and if the oversteer pre-control function of the vehicle is in an available state, a step of acquiring a target parameter for characterizing a load transfer rate of the vehicle is performed.

Preferably, the oversteer pre-control function of the vehicle is in an available state, including: the brake pedal is in an un-depressed state; the yaw rate direction coincides with the rear axle sideslip angle direction and coincides with the lateral acceleration direction; the opening of the accelerator pedal is smaller than a preset opening threshold value, and the vehicle is not in a free-running state; the lateral force is greater than a preset lateral force threshold.

Here, when the above conditions are simultaneously satisfied, it is indicated that the vehicle is in a relatively controllable dynamic equilibrium state, in which it is advantageous to pre-control the risk in advance.

According to the method, the load transfer rate caused by the change of the vehicle speed and the opening of the accelerator pedal in the turning process of the vehicle is detected, and when the load transfer rate meets the preset condition, the target yaw rate is corrected, so that the control of oversteering of the vehicle is intervened in advance, the risk caused by oversteering in the high-speed turning process is reduced, and the driving safety is improved.

It should be noted that, the parameters of the preset speed, the preset variation value, the preset lateral force, the preset gradient value, the preset reduction amount and the like may be set after the tests are performed on the vehicle types of different vehicles, and are related to factors such as a suspension system, chassis rigidity, gravity center height, tire diameter and wheel attachment coefficient of the vehicles, and meanwhile, the parameters are also affected by external conditions such as vehicle loads, road conditions and driver technologies. Therefore, when designing a preset speed and a preset variation value for a vehicle, it is necessary to comprehensively consider the influence of the material, structure, external conditions after the vehicle is put into use, and the like of the vehicle itself. Wherein, the preset speed may be 30m/s, 45m/s, etc., the preset variation value may be 30%, 40%, etc., the preset lateral force may be 500N, 800N, etc., the preset gradient value may be 50 (Nm/rev), 80 (Nm/rev), etc., and the preset decrease amount may be 80Nm, 100Nm, etc.

The foregoing embodiment will be described in detail with reference to a specific embodiment based on the same inventive concept as the foregoing embodiment.

At present, when the vehicle is in oversteer control, intervention is generally carried out when yaw angle deviation occurs in the vehicle, so that the vehicle is late in oversteer control and the vehicle is perceived by a driver to be unstable under special conditions, but due to limitation of target yaw rate calculation, oversteer working conditions of the vehicle cannot be accurately identified, particularly acceleration is carried out when the driver steps on an accelerator pedal, then the driver slowly beats a direction to lose accelerator, axle load of the vehicle is easily transferred to a front axle, and instability of a rear axle of the vehicle is caused, so that oversteer of the vehicle occurs.

However, the existing technology cannot accurately identify the special working condition, and generally, the vehicle is severely oversteered or the situation that the oversteered condition cannot be accurately identified possibly exists, so that the vehicle is unstable or the oversteered condition is identified but the build-up pressure is slower, so that the driver is panicked, and the driving safety is affected.

In view of the foregoing problems, referring to fig. 2, a schematic diagram of a specific process of a vehicle control method according to an embodiment of the present application is provided. In this example, the function realized by the vehicle control method is referred to as an oversteer pre-control function.

As shown in fig. 2, the vehicle control method specifically includes the steps of:

step S101, the oversteer pre-control function is available.

Specifically, before controlling the vehicle, determining whether the vehicle satisfies a condition for using an oversteer pre-control function in a current running state includes:

1) The brake pedal switch is in an un-stepped state, and can be specifically identified through a brake lamp switch zone bit, a brake system state display of an instrument panel and the like;

2) The yaw rate sign of the vehicle is opposite to the side slip angle direction of the rear axle and is consistent with the side acceleration direction;

3) The opening of the accelerator pedal is smaller than a preset opening threshold value, the output torque of the engine is smaller than a preset output torque threshold value, and the vehicle is not in a free-running state;

4) The lateral force of the vehicle is greater than a preset lateral force threshold;

5) The vehicle speed is greater than a preset vehicle speed threshold.

When the above conditions are satisfied at the same time, it is indicated that the vehicle is in a relatively controllable dynamic balance state, and the pre-control of the oversteer risk is facilitated in advance in this state, that is, the condition of using the oversteer pre-control function is satisfied.

And step S102, load transfer identification.

Wherein the load transfer identification, i.e. the identification of the load transfer rate, comprises identifying a target parameter indicative of the load transfer rate of the vehicle. The target parameters specifically include: vehicle speed, vehicle lateral force, torque reduction gradient, and torque reduction amount. When the vehicle speed is greater than a preset vehicle speed threshold, the lateral force of the vehicle is greater than a preset lateral force threshold, the torque reduction gradient is greater than a preset reduction gradient value, and the torque reduction amount is greater than a preset reduction amount, it is indicated that the load transfer rate at this time may cause oversteer of the vehicle during cornering.

Step S103, matching and calculating the build-up pressure factors.

Here, when it is recognized that the oversteer pre-control function is in an available state and it is recognized that the current load transfer rate may cause oversteer of the vehicle at the time of turning, a correction factor may be obtained by interpolating a lateral force to correct the target yaw rate, and the corrected target yaw rate may be calculated as a deviation from the actual yaw rate of the vehicle measured by the sensor.

The method can search corresponding pressure building factors according to the current running condition of the vehicle, and specifically comprises the following steps: searching a vehicle speed pressure building factor according to the vehicle speed; searching a lateral acceleration pressure building factor according to the lateral acceleration; searching a road surface friction pressure building factor according to the friction coefficient of the current road surface; the vehicle controls the amplification factor under the current running state. And determining the yaw moment born by the vehicle by the product of the deviation, the vehicle speed pressure building factor, the lateral acceleration pressure building factor, the friction pressure building factor and the whole vehicle control amplification factor, and outputting the pressure building value required by the outer wheels by the electronic stability control system according to the calculated yaw moment.

In step S104, pressure is established to act on the vehicle outside wheels.

Specifically, after the established pressure value is determined, the established pressure acts on the vehicle outside wheel. By pressing the outer wheels, the grip force of the outer wheels of the vehicle during turning is increased, so that the situation that the vehicle slips or turns on one's side caused by oversteer is prevented in advance, and the risk of oversteer of the vehicle during high-speed oversteer is reduced.

Based on the same inventive concept as the previous embodiments, the present application provides a vehicle control apparatus. Referring to fig. 3, a vehicle control device provided in an embodiment of the present application may be implemented in software and/or hardware, for example, in an electronic device such as a vehicle-mounted terminal, a vehicle-mounted controller, etc. The device comprises:

the calculation module is used for correcting the target yaw rate of the vehicle when the target parameter meets a preset condition, and determining the deviation between the corrected target yaw rate and the actual yaw rate of the vehicle; the target yaw rate is used for adjusting the control performance of the vehicle to enable the vehicle to be in a stable state;

In an embodiment, the obtaining module is specifically configured to: and acquiring the speed, the lateral force and the descending gradient and the reduction amount of the motor output torque of the vehicle in a preset time period when the vehicle turns.

In one embodiment, the computing module is specifically configured to: performing interpolation calculation on the lateral force born by the vehicle to determine a correction factor for correcting the target yaw rate of the vehicle; and determining the target yaw rate after the modification according to the modification factor.

In one embodiment, the computing module is specifically configured to: and determining a yaw moment according to the deviation, the vehicle speed pressure building factor, the lateral acceleration pressure building factor, the road surface friction pressure building factor and the vehicle control amplification factor.

In one embodiment, the control module is specifically configured to: and determining a build-up pressure value of an outer wheel of the vehicle based on the yaw moment, and controlling the posture of the vehicle according to the build-up pressure value.

The device can identify the oversteering tendency of the vehicle in the turning process, so that the possible oversteering of the vehicle is restrained, the risk of oversteering is reduced, and the driving safety is improved.

The specific limitation regarding the vehicle control device may be referred to the limitation regarding the vehicle control method hereinabove, and will not be described herein. Each of the modules in the vehicle control apparatus described above may be implemented in whole or in part by software, hardware, and a combination thereof. The above modules may be embedded in hardware or independent of a processor in the electronic device, or may be stored in software in a memory in the electronic device, so that the processor may call and execute operations corresponding to the above modules.

Based on the same inventive concept as the previous embodiments, the present embodiment provides an electronic device, as shown in fig. 4, which may further include: at least one network interface 312. The various components in the electronic device are coupled together by a bus system 313. It is appreciated that the bus system 313 is used to enable connected communication between these components. The bus system 313 includes a power bus, a control bus, and a status signal bus in addition to the data bus. But for clarity of illustration the various buses are labeled as bus system 313 in fig. 4.

The memory 311 may be a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memories. Wherein the nonvolatile Memory may be Read Only Memory (ROM), programmable Read Only Memory (PROM, programmable Read-Only Memory), erasable programmable Read Only Memory (EPROM, erasable Programmable Read-Only Memory), electrically erasable programmable Read Only Memory (EEPROM, electrically Erasable Programmable Read-Only Memory), magnetic random access Memory (FRAM, ferromagnetic random access Memory), flash Memory (Flash Memory), magnetic surface Memory, optical disk, or compact disk Read Only Memory (CD-ROM, compact Disc Read-Only Memory); the magnetic surface memory may be a disk memory or a tape memory. The volatile memory may be random access memory (RAM, random Access Memory), which acts as external cache memory. By way of example, and not limitation, many forms of RAM are available, such as static random access memory (SRAM, static Random Access Memory), synchronous static random access memory (SSRAM, synchronous Static Random Access Memory), dynamic random access memory (DRAM, dynamic Random Access Memory), synchronous dynamic random access memory (SDRAM, synchronous Dynamic Random Access Memory), double data rate synchronous dynamic random access memory (ddr SDRAM, double Data Rate Synchronous Dynamic Random Access Memory), enhanced synchronous dynamic random access memory (ESDRAM, enhanced Synchronous Dynamic Random Access Memory), synchronous link dynamic random access memory (SLDRAM, syncLink Dynamic Random Access Memory), direct memory bus random access memory (DRRAM, direct Rambus Random Access Memory). The memory 311 described in embodiments of the present application is intended to comprise, without being limited to, these and any other suitable types of memory.

The memory 311 in embodiments of the present application is used to store various types of data to support the operation of the electronic device. Examples of such data include: any computer program for operating on the electronic device, such as an operating system and application programs; contact data; telephone book data; a message; a picture; video, etc. The operating system includes various system programs, such as a framework layer, a core library layer, a driver layer, and the like, for implementing various basic services and processing hardware-based tasks. The application programs may include various application programs, such as a media player, a browser, etc., for implementing various application services. Here, a program for implementing the method of the embodiment of the present application may be included in an application program.

Based on the same inventive concept as the previous embodiments, the present embodiment also provides a vehicle including the electronic device described in the previous embodiments.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

In this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a list of elements is included, and may include other elements not expressly listed.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle control method characterized by comprising:

2. The method of claim 1, wherein the target parameters comprise: vehicle speed, lateral force, gradient of decrease and decrease of motor output torque in preset time.

3. The method of claim 2, wherein the meeting a preset condition comprises:

the vehicle speed is greater than a preset speed;

the lateral force is greater than a preset lateral force;

4. The method of claim 1, wherein said modifying the target yaw rate of the vehicle comprises:

5. The method of claim 1, wherein said oversteering the vehicle in accordance with the deviation comprises:

6. The method of claim 1, wherein prior to the obtaining the target parameter indicative of the load transfer rate of the vehicle, further comprising:

7. The method of claim 6, wherein the oversteer pre-control function of the vehicle is in an available state, comprising:

the brake pedal is in an un-depressed state;

the lateral force is greater than a preset lateral force threshold.

8. A vehicle control apparatus characterized by comprising:

9. An electronic device, comprising: a processor and a memory for storing executable instructions; wherein the processor is configured to execute the instructions to implement the vehicle control method of any one of claims 1-7.

10. A vehicle comprising the electronic device of claim 9.