Control method, electronic device, vehicle, storage medium, and program product

Abstract

The application discloses a control method, an electronic device, a vehicle, a storage medium and a program product, and the control method is applied to a vehicle and comprises the following steps: obtaining a set turning radius input by a target object; and adjusting the rotating speed of at least one target wheel of the vehicle, so that the turning radius of the vehicle reaches the set turning radius. By obtaining the set turning radius input by the target object, and then adjusting the rotating speed of the at least one target wheel of the vehicle, so that the turning radius of the vehicle reaches the set turning radius, the effect that the vehicle can be controlled to flexibly turn at an arbitrary turning radius is achieved without adding hardware, the effect that the rotation center of the vehicle can be at a wheel, a certain point in the vehicle or a certain point outside the vehicle is realized, the control is simple and easy to realize, and problems, such as unnecessary collision or occupying too many lanes due to too large turning radius, can be avoided, the steering precision is improved, and the flexibility and maneuverability of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of electronic device technology, and more specifically, to a control method, electronic device, vehicle, non-volatile computer-readable storage medium, and computer program product. Background Technology

[0002] The turning radius of a vehicle is a key indicator of its maneuverability, directly affecting its agility, handling, and safety. With urban development and technological advancements, the turning radius has gradually become a significant factor limiting the improvement of a vehicle's overall performance.

[0003] In related technologies, solutions that can reduce the turning radius of vehicles often rely on external systems (such as external sensors), resulting in higher vehicle production costs. Summary of the Invention

[0004] This application provides a control method, electronic device, vehicle, storage medium, and program product that can solve at least one of the above-mentioned technical problems.

[0005] The control method of this application includes: a control method, characterized in that it is applied to a vehicle, the method comprising: acquiring a set turning radius input by a target object; adjusting the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius.

[0006] In some embodiments, the vehicle includes a left wheel and a right wheel, and the turning radius of the vehicle is determined based on the speed difference between the left wheel speed and the right wheel speed. Adjusting the speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius includes: adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the speed difference so that the turning radius of the vehicle reaches the set turning radius.

[0007] In some implementations, the turning radius of the vehicle is positively correlated with the difference in rotational speed.

[0008] In some embodiments, the left wheel includes a left front wheel and a left rear wheel, the right wheel includes a right front wheel and a right rear wheel, and the difference includes at least one of a first difference between the rotational speed of the left front wheel and the rotational speed of the right front wheel and a second difference between the rotational speed of the left rear wheel and the rotational speed of the right rear wheel.

[0009] In some embodiments, when the left and right wheels rotate in the same direction, the center of the vehicle's turn is located outside the vehicle's projection area on the ground; when the left and right wheels rotate in opposite directions, the center of the vehicle's turn is located within the vehicle's projection area on the ground; when the left wheel's rotational speed is 0, the center of the vehicle's turn is located in the area where the left wheel is located; and when the right wheel's rotational speed is 0, the center of the vehicle's turn is located in the area where the right wheel is located.

[0010] In some embodiments, adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the speed difference to make the turning radius of the vehicle reach the set turning radius includes: adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the radius difference between the current turning radius and the set turning radius and the speed difference to make the turning radius of the vehicle reach the set turning radius.

[0011] In some embodiments, adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the radius difference between the current turning radius and the set turning radius and the speed difference, so that the turning radius of the vehicle reaches the set turning radius, includes: when the current turning radius is less than the set turning radius, adjusting at least one of the driving force of the left wheel and the driving force of the right wheel to increase the speed difference; and when the current turning radius is greater than the set turning radius, adjusting at least one of the driving force of the left wheel and the driving force of the right wheel to decrease the speed difference.

[0012] In some implementations, the current turning radius is determined based on the vehicle's yaw rate and the distance the vehicle travels within a preset time period.

[0013] In some embodiments, the method further includes: obtaining the current road surface adhesion coefficient of the road surface where the vehicle is currently located; adjusting the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius, comprising: obtaining a target wheel speed mapping relationship corresponding to the current road surface adhesion coefficient from various preset wheel speed mapping relationships, wherein the target wheel speed mapping relationship is used to characterize the mapping relationship between the set turning radius and the rotational speed of each wheel of the vehicle under the road surface adhesion coefficient of the road surface where the vehicle is currently located; determining the target rotational speed corresponding to each target wheel of the vehicle based on the target wheel speed mapping relationship and the set turning radius; and adjusting the rotational speed of each target wheel so that the rotational speed of each target wheel reaches the corresponding target rotational speed.

[0014] In some embodiments, the method further includes: adjusting the rotational speed of the at least one target wheel under any preset road surface adhesion coefficient so that the turning radius of the vehicle reaches the corresponding test turning radius; constructing a preset wheel speed mapping relationship corresponding to the preset road surface adhesion coefficient based on the rotational speed of the at least one target wheel corresponding to different test turning radii, wherein the preset road surface adhesion coefficient includes at least the current road surface adhesion coefficient.

[0015] In some embodiments, the method further includes: determining a theoretical turning radius based on a set rotational speed of each of the target wheels; adjusting the set rotational speed of each of the target wheels until the theoretical turning radius matches the test turning radius to be tested, and determining the target set rotational speed of each of the target wheels when they match; adjusting the rotational speed of the at least one wheel so that the turning radius of the vehicle reaches the corresponding test turning radius includes: adjusting the rotational speed of each of the target wheels respectively based on the target set rotational speed of each of the target wheels so that the turning radius of the vehicle reaches the corresponding test turning radius.

[0016] In some embodiments, determining the theoretical turning radius based on the set rotational speed of each target wheel includes: determining the slip ratio of each target wheel based on the set rotational speed of each target wheel; determining intermediate parameters corresponding to each target wheel based on the tire slip angle, vertical load, tire side stiffness, tire longitudinal stiffness, slip ratio, and the preset road adhesion coefficient; comparing the intermediate parameters corresponding to each target wheel with preset thresholds, and determining a target function from multiple preset functions; and determining the target function based on the tire side slip angle, vertical load, tire side stiffness, tire longitudinal stiffness, slip ratio, and the preset road adhesion coefficient of each target wheel. The lateral force of each target wheel is determined by the eccentric stiffness, the tire slip angle, the slip ratio, and the objective function. The longitudinal force of each target wheel is determined by the longitudinal eccentric stiffness, the tire slip angle, the slip ratio, and the objective function. The total lateral force and total longitudinal force of the vehicle are determined by the lateral force and the longitudinal force of each target wheel. The theoretical turning radius of the vehicle is determined by the total lateral force, the total longitudinal force, the mass of the vehicle, and the current speed of the vehicle.

[0017] In some embodiments, the vehicle includes a left wheel and a right wheel, and the target wheel includes at least one left wheel and at least one right wheel.

[0018] In some implementations, obtaining the current road surface adhesion coefficient of the road surface where the vehicle is currently located includes: determining the current road surface adhesion coefficient based on a set road surface adhesion coefficient input by the target object.

[0019] In some implementations, determining the current road surface adhesion coefficient based on the set road surface adhesion coefficient input by the target object includes: determining a set driving force corresponding to the set road surface adhesion coefficient; driving at least one wheel based on the set driving force to verify the set road surface adhesion coefficient and obtain a verification result, the verification result including whether the set road surface adhesion coefficient matches or does not match the road surface adhesion coefficient of the current road surface where the vehicle is currently located; if the set road surface adhesion coefficient matches the road surface adhesion coefficient of the current road surface where the vehicle is currently located, determining the set road surface adhesion coefficient as the road surface adhesion coefficient of the current road surface where the vehicle is currently located.

[0020] In some embodiments, determining the road surface adhesion coefficient based on the set road surface adhesion coefficient input by the target object further includes: applying a target driving force to at least one wheel when the set road surface adhesion coefficient and the road surface adhesion coefficient of the road surface where the vehicle is currently located do not match, so that the working condition of the at least one wheel is in a preset working condition; and determining the road surface adhesion coefficient of the road surface where the vehicle is currently located based on the target driving force and the vertical load of the at least one wheel.

[0021] In some embodiments, the step of driving at least one wheel based on the set driving force to verify the set road surface adhesion coefficient and obtain a verification result includes: applying the set driving force to the at least one wheel to change the working condition of the at least one wheel; determining that the set road surface adhesion coefficient matches the road surface adhesion coefficient of the road where the vehicle is currently located when the working condition of the at least one wheel is in a preset working condition; and determining that the set road surface adhesion coefficient does not match the road surface adhesion coefficient of the road where the vehicle is currently located when the working condition of the at least one wheel does not meet the preset working condition.

[0022] In some embodiments, obtaining the road surface adhesion coefficient of the road surface where the vehicle is currently located includes: applying a target driving force to the at least one wheel so that the working condition of the at least one wheel is in a preset working condition; and determining the current road surface adhesion coefficient based on the target driving force and the vertical load of the at least one wheel.

[0023] In some implementations, the preset operating condition includes wheel slippage.

[0024] This application discloses an electronic device, comprising: a processor connected to a memory; the memory storing a computer program, the processor executing the computer program to implement instructions for the control method described in any of the above embodiments.

[0025] This application proposes a vehicle comprising: the electronic device described in any of the above embodiments.

[0026] This application proposes a non-volatile computer-readable storage medium containing a computer program, which, when executed by a processor, causes the processor to perform the control method described in any of the above embodiments.

[0027] This application proposes a computer program product, characterized in that it includes a computer program, the computer program including instructions for executing the control method described in any of the above embodiments.

[0028] The control method, electronic device, vehicle, storage medium, and program product of this application obtain a set turning radius input by the target object, and then adjust the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius. It can achieve the effect of controlling the vehicle to flexibly turn at any turning radius without adding hardware. At the same time, it can realize the effect that the rotation center of the vehicle can be at a wheel, a point inside the vehicle, or a point outside the vehicle. It is not only simple to control and easy to implement, but also avoids problems such as unnecessary collisions or occupying too many lanes due to excessive turning radius. It improves steering accuracy while improving the flexibility and maneuverability of the vehicle.

[0029] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0030] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0031] Figure 1 This is a schematic diagram illustrating an application scenario of the control method of some embodiments of this application;

[0032] Figure 2 This is a flowchart illustrating the control method of certain embodiments of this application;

[0033] Figure 3 This is a schematic diagram of a control method according to certain embodiments of this application;

[0034] Figure 4 This is a flowchart illustrating the control method of certain embodiments of this application;

[0035] Figure 5 This is a flowchart illustrating the control method of certain embodiments of this application;

[0036] Figure 6This is a flowchart illustrating the control method of certain embodiments of this application;

[0037] Figure 7 This is a flowchart illustrating the control method of certain embodiments of this application;

[0038] Figure 8 This is a flowchart illustrating the control method of certain embodiments of this application;

[0039] Figure 9 This is a schematic diagram of a control method according to certain embodiments of this application;

[0040] Figure 10 This is a schematic diagram of a control method according to certain embodiments of this application;

[0041] Figure 11 This is a schematic diagram of a control method according to certain embodiments of this application;

[0042] Figure 12 This is a schematic diagram of a control method according to certain embodiments of this application;

[0043] Figure 13 This is a schematic diagram of a control method according to certain embodiments of this application;

[0044] Figure 14 This is a schematic diagram of a control method according to certain embodiments of this application;

[0045] Figure 15 This is a schematic diagram of a control method according to certain embodiments of this application;

[0046] Figure 16 This is a schematic diagram of a control method according to certain embodiments of this application;

[0047] Figure 17 This is a schematic diagram of a control method according to certain embodiments of this application;

[0048] Figure 18 This is a flowchart illustrating the control method of certain embodiments of this application;

[0049] Figure 19 This is a flowchart illustrating the control method of certain embodiments of this application;

[0050] Figure 20 This is a schematic diagram of a control method according to certain embodiments of this application;

[0051] Figure 21 This is a schematic diagram of a control method according to certain embodiments of this application;

[0052] Figure 22 This is a flowchart illustrating the control method of certain embodiments of this application;

[0053] Figure 23 This is a flowchart illustrating the control method of certain embodiments of this application;

[0054] Figure 24 This is a flowchart illustrating the control method of certain embodiments of this application;

[0055] Figure 25 This is a flowchart illustrating the control method of certain embodiments of this application;

[0056] Figure 26 This is a flowchart illustrating the control method of certain embodiments of this application;

[0057] Figure 27 This is a schematic diagram of the control device according to certain embodiments of this application;

[0058] Figure 28 This is a schematic diagram illustrating the connection state of a non-volatile computer-readable storage medium and a processor in certain embodiments of this application. Detailed Implementation

[0059] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0060] To facilitate understanding of this application, the relevant technologies mentioned in this application are explained below:

[0061] A vehicle's steering performance directly determines its maneuverability.

[0062] The turning radius of a vehicle is usually limited by factors such as the steering system and suspension system. This results in a vehicle needing a large space to turn in many driving scenarios (such as narrow roads, parking lots, and city streets), which limits the vehicle's applicability.

[0063] For example, in one solution to reduce the turning radius of a vehicle, the air suspension system is raised based on the height of a high obstacle above the curve in front of the vehicle's path to reduce the turning radius. Although this solution can solve the technical problem of increasing the overall vehicle weight by adding a rear-wheel steering mechanism or adding wheel-side motors to enable U-turns, this solution relies on external sensors to accurately perceive and acquire the vehicle's surrounding environment. In other words, it places high demands on the sensors, resulting in higher vehicle production costs.

[0064] To address the aforementioned technical problems, this application provides a control method.

[0065] The application scenarios of the technical solution in this application will be introduced below, such as... Figure 1 As shown, Figure 1 This is a schematic diagram illustrating an application scenario of a control method provided in an embodiment of this application. The control method is applied to a vehicle 100.

[0066] Alternatively, vehicle 100 can be any vehicle 100 capable of autonomous driving, such as a car, truck, etc.

[0067] The control methods of this application will be described in detail below:

[0068] Please see Figures 1 to 2 This application provides a control method applied to a vehicle, the control method comprising:

[0069] Step 011: Obtain the set turning radius input by the target object.

[0070] The target can be a user who has control over the vehicle, such as the driver.

[0071] The turning radius can be the distance between the center of the vehicle (or a corner point of the vehicle, any position of the vehicle body, etc.) and the center of the turning trajectory (i.e. the turning center of the vehicle) when the vehicle is turning; setting the turning radius can be the turning radius that the target object expects the vehicle to reach when it is turning.

[0072] Specifically, the vehicle control unit (VCU) can receive and parse instructions or data input from the target object to determine the set turning radius, thereby determining the turning radius required for the vehicle to turn. For example, an interactive display screen can be provided on the vehicle, allowing the user to input the set turning radius via a touch slider or numeric keypad through the user interface (UI) module on the screen. The vehicle responds to the user's input to obtain the set turning radius. Alternatively, the user can select or input the set turning radius through an application (APP) on a terminal (e.g., a mobile phone, personal computer, etc.) connected to the vehicle, and transmit the set turning radius to the vehicle, which receives and obtains the set turning radius. Another example is that the user can also input the set turning radius through a microphone or other means, based on the vehicle's Natural Language Understanding (NLU) function. The vehicle obtains the set turning radius after NLP parsing. This application does not limit this approach and will not list all examples here.

[0073] It is understandable that, in order to ensure the safety of vehicle driving and to remind the user, the steering wheel can be kept in the center position when the set turning radius is obtained.

[0074] Step 012: Adjust the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius.

[0075] Optionally, the vehicle includes a left wheel and a right wheel, and the target wheel includes at least one left wheel and at least one right wheel.

[0076] The left wheel includes the left front wheel and the right front wheel, and the right wheel includes the right front wheel and the right rear wheel. That is, the number of target wheels is at least two, and these at least two target wheels are distributed on the left and right sides of the vehicle. For example, when there are two target wheels, the target wheels can be the left front wheel and the right rear wheel (i.e., one left wheel and one right wheel); as another example, when there are three target wheels, the target wheels can be the left front wheel, the left rear wheel, and the right front wheel (i.e., two left wheels and one right wheel, satisfying the condition that at least two target wheels are distributed on the left and right sides of the vehicle); as yet another example, when there are four target wheels, the target wheels can be the left front wheel, the right front wheel, the right front wheel, and the right rear wheel (i.e., two left wheels and two right wheels). This application does not impose any limitations on this, and not all examples are listed here.

[0077] For ease of explanation, this application embodiment uses the target wheel including the left front wheel, right front wheel, left rear wheel and right rear wheel as an example. It can be understood that when the target wheel implements the control method of this application embodiment in other combinations, its implementation principle is similar to the target wheel including the left front wheel, right front wheel, left rear wheel and right rear wheel.

[0078] Specifically, please refer to Figure 3 This can be achieved by assigning a corresponding power source (such as a drive motor) to each target wheel, making the drive control of each target wheel independent. The vehicle's control system (e.g., VCU or vehicle power and control system) can then control each drive motor individually to adjust the speed of the target wheel accordingly. Alternatively, each power source can have a controller (Microcontroller Unit, MCU), and the control system can be connected to each controller. The speed adjustment of the target wheel can be achieved through communication between the VCU and each controller. For example, as shown in the figure, the vehicle's power and control system and the controllers corresponding to each motor are connected. Each controller controls the torque of each motor to adjust the speed of each target wheel, thus achieving the set turning radius for the vehicle.

[0079] The rotational speed of at least one target wheel of the vehicle is adjusted according to the set turning radius, so that the turning radius of the vehicle when turning can reach the set turning radius expected by the target object or matched with the current driving scenario. This achieves the effect of flexible turning of the vehicle with any turning radius. For example, even in a narrow space, the vehicle can turn with a small turning radius, improving the vehicle's maneuverability and applicability in various driving scenarios.

[0080] Furthermore, the implementation method of this application does not require additional hardware costs, and is simple and easy to implement. For example, in a scheme that controls vehicle steering based on the vehicle's current steering direction and lateral movement function, although the turning radius of the vehicle can be reduced to some extent, the steering structure of the four-wheel steering system relied upon by this scheme is relatively complex, resulting in high application costs and a high failure rate in the later stages. Secondly, relying on the vehicle lateral movement function of this scheme results in a large lateral movement error, requiring closed-loop control, which is more difficult. In contrast, this application only needs to adjust the rotational speed of at least one target wheel of the vehicle to control the vehicle to turn according to the set turning radius, which can avoid problems such as unnecessary collisions or excessive lane occupation due to excessive turning radius, and improve steering accuracy.

[0081] In this way, by obtaining the set turning radius input from the target object and adjusting the rotation speed of at least one target wheel of the vehicle, the turning radius of the vehicle can be made to reach the set turning radius. Without adding hardware, the vehicle can be controlled to flexibly turn at any turning radius. At the same time, the rotation center of the vehicle can be at a wheel, a point inside the vehicle, or a point outside the vehicle. Not only is the control simple and easy to implement, but it can also avoid problems such as unnecessary collisions or occupying too many lanes due to excessive turning radius. While improving steering accuracy, it also improves the vehicle's flexibility and maneuverability.

[0082] Please see Figure 4 In some embodiments, the vehicle includes a left wheel and a right wheel, and the turning radius of the vehicle is determined based on the speed difference between the left wheel speed and the right wheel speed. Step 012: Adjusting the speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches a set turning radius includes:

[0083] Step 0121: Based on the speed difference, adjust at least one of the driving force of the left wheel and the driving force of the right wheel so that the turning radius of the vehicle reaches the set turning radius.

[0084] It is understandable that when a vehicle turns, the travel paths of each wheel are different. Assuming the wheel closer to the curve is the inner wheel and the wheel farther from the curve is the outer wheel (for example, when a vehicle turns left, the left wheel is the inner wheel and the right wheel is the outer wheel), the inner wheel needs to travel a shorter path, while the outer wheel needs to travel a longer path. Therefore, the inner and outer wheels rotate a different number of times in the same amount of time, that is, the left wheel rotates at a different speed than the right wheel.

[0085] When there is a speed difference between the left and right wheels, the driving forces (including longitudinal and lateral forces) provided by the left and right wheels to the vehicle are different. The different driving forces will form a resultant force vector. Under the action of the resultant force, the vehicle will travel along the turning radius corresponding to the resultant force, thus achieving vehicle turning.

[0086] Optionally, the left wheel includes the left front wheel and the left rear wheel, and the right wheel includes the right front wheel and the right rear wheel, and the difference includes at least one of a first difference between the speed of the left front wheel and the speed of the right front wheel and a second difference between the speed of the left rear wheel and the speed of the right rear wheel.

[0087] The first difference between the speeds of the left and right front wheels and / or the second difference between the speeds of the left and right rear wheels determines the difference in the length of the wheel travel path when turning, thus affecting the curvature of the path when the vehicle turns. The first and / or second differences affect the steering accuracy and turning radius of the vehicle. By adjusting the first difference, the trajectory of the front half of the vehicle body can be controlled when turning, and by adjusting the second difference, the trajectory of the rear half of the vehicle body can be controlled when turning. By adaptively adjusting the driving force of the wheels according to the first and / or second differences, accurate control of the steering accuracy and turning radius of the vehicle can be achieved.

[0088] Optionally, the turning radius of the vehicle is positively correlated with the difference in rotational speed.

[0089] It should be noted that the speed difference is the difference between the rotational speeds of the left and right wheels. For example, assuming the left wheel rotates clockwise at 100 revolutions per minute (r / min) and the right wheel rotates counterclockwise at 100 r / min, the speed difference between the left and right wheels is 100 - 100 = 0, and the vehicle turns in place around its midpoint. The larger the wheel speed difference, the greater the difference in the travel path length between the left and right wheels, and the larger the turning radius. Conversely, the smaller the wheel speed difference, the smaller the difference in the travel path length, and the smaller the turning radius, until it equals 0m (achieving a turn in place around the midpoint of the vehicle).

[0090] Optionally, the absolute value of the vehicle's turning radius and the speed difference is positively correlated.

[0091] In the case where the direction of wheel rotation is specified as positive or negative, for example, assuming that the rotation speed is positive when the vehicle's wheels rotate clockwise and negative when they rotate counterclockwise, continuing the previous example, taking the left wheel rotating clockwise at a speed of 100 revolutions per minute (r / min) and the right wheel rotating counterclockwise at a speed of 100 r / min as an example, then the speed difference between the left and right wheels is |100| - |-100| = 0, and the vehicle turns around the midpoint of the vehicle body in place.

[0092] Therefore, the closer the absolute values ​​of the left wheel speed and the right wheel speed are, the smaller the turning radius of the vehicle, until it equals 0m (achieving a turn around the midpoint of the vehicle body). The greater the difference between the absolute values ​​of the left wheel speed and the right wheel speed, the larger the turning radius of the vehicle.

[0093] Optionally, when the left and right wheels rotate in the same direction, the center of the vehicle's turn is located outside the vehicle's projection area on the ground.

[0094] When the left and right wheels rotate in opposite directions, the center of the vehicle's turn is located within the area projected onto the ground.

[0095] When the left wheel rotates at 0, the center of the vehicle's turn is located in the area where the left wheel is.

[0096] When the right wheel rotates at 0, the center of the vehicle's turn is located in the area where the right wheel is.

[0097] The Instantaneous Center of Rotation (ICR) can be the center of the turning trajectory of the vehicle when it turns.

[0098] When the left and right wheels rotate in the same direction (e.g., both rotate clockwise), the vehicle's turning trajectory in the corresponding direction is an arc. The driving forces generated by the left and right wheels create a torque difference, driving the vehicle to rotate around the ICR. At this time, the ICR is located on the extension line of the vehicle's projection on the ground, meaning the turning center of the vehicle is outside the vehicle's projection area on the ground. When the left and right wheels rotate in different directions (e.g., the left wheel rotates clockwise and the right wheel rotates counterclockwise), the driving force vectors of the left and right wheels may form a symmetrical torque, causing the ICR to move towards the vehicle's center of mass. The ICR is then located within the vehicle's projection area on the ground. When the left wheel's rotational speed is 0 (this includes the left rear wheel's speed when the vehicle is turning forward; or the left front wheel's speed when the vehicle is turning backward), the vehicle turns around the left wheel (either the left front or left rear wheel) which is at zero rotational speed. The left wheel no longer provides propulsion for the vehicle forward or backward, while the right wheel continues to rotate. The vehicle turns around the area where the stationary left wheel is located. The left wheel acts as a fixed point around which the rest of the vehicle turns; therefore, the center of the turn is located in the area where the left wheel is located. Theoretically, when the right wheel's speed is 0 (this includes the right rear wheel's rotation speed being 0 when the vehicle is turning forward; or, when the vehicle is turning backward, this includes the right front wheel's rotation speed being 0), the vehicle turns around the right wheel (right front or right rear wheel) which has a rotation speed of 0. The right wheel no longer provides power to propel the vehicle forward or backward, while the left wheel continues to rotate. At this time, the vehicle will turn around the area where the stationary right wheel is located. The right wheel is equivalent to a fixed point, and the rest of the vehicle turns around this fixed point. Therefore, the center of the vehicle's turn is located in the area where the right wheel is located.

[0099] Specifically, the speed difference between the left and right wheels determines the vehicle's turning radius. To ensure the vehicle reaches the set turning radius, the speeds of the left and right wheels need to be controlled based on this speed difference. This speed difference can be altered by changing the driving force of the left and / or right wheels, thereby affecting their speeds and thus changing the speed difference to achieve the set turning radius.

[0100] This application controls the speed difference between the wheels. For example, by using wheel speed sensors to monitor the speed of the target wheel in real time, and then calculating the speed difference between the left and right wheels based on the real-time collected speed, the application adaptively adjusts the driving force of the left wheel and / or the right wheel according to the wheel speed difference (such as increasing the speed of the left wheel and decreasing the speed of the right wheel when a larger turning radius is needed), so that the turning radius of the vehicle reaches the set turning radius, thereby achieving efficient and precise turning control and improving the vehicle's maneuverability.

[0101] Please see Figure 5 In some implementations, step 0121: adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the speed difference, so that the turning radius of the vehicle reaches a set turning radius, includes:

[0102] Step 01211: Based on the radius difference and speed difference between the current turning radius and the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel so that the turning radius of the vehicle reaches the set turning radius.

[0103] The current turning radius represents the actual turning radius of the vehicle at the current moment when it makes a turn.

[0104] Optionally, the current turning radius is determined based on the vehicle's yaw rate and the distance the vehicle travels within a preset time period.

[0105] One method is to install inertial sensors on the vehicle to collect its yaw rate.

[0106] The preset duration can be 0.5 seconds, 1 second, 1.5 seconds, 2 seconds, etc.

[0107] For example, by setting a sampling period, the vehicle's position coordinates and yaw rate Ω can be collected every preset time interval T. Assuming the current time is the t-th sampling period, the vehicle's coordinates in the vehicle coordinate system (or world coordinate system, etc.) are A(xt, yt), and in the (t-1)-th sampling period, the vehicle's coordinates are B(xt-1, yt-1). If A(xt, yt) and B(xt-1, yt-1) are two points on the same circle, then if the distance between A and B (the distance the vehicle moves within the preset time interval) is sufficiently short, the arc length between A and B can be considered as a line segment l. In this case, the central angle θ corresponding to line segment l and arc AB, and the current turning radius r have the following relationship:

[0108]

[0109] Right now:

[0110]

[0111] Therefore, the current turning radius r can be calculated as follows:

[0112]

[0113] Specifically, the current turning radius is the actual turning radius of the vehicle, and the set turning radius is the desired turning radius of the vehicle. By calculating the difference between the current turning radius and the set turning radius, the direction (such as increasing or decreasing the turning radius) and the amount of adjustment that need to be determined can be determined. For example, when the vehicle is turning left, assuming that the current turning radius is less than the set turning radius, it can be assumed that the vehicle needs to extend the turn. It may be necessary to reduce the speed of the left wheel and increase the speed of the right wheel, thereby increasing the difference between the speeds of the left and right wheels to increase the current turning radius until it reaches the set turning radius. This allows the vehicle to cope with the turning requirements in different environments and improves the vehicle's maneuverability.

[0114] Please see Figure 6 Optionally, step 01211: Based on the radius difference and speed difference between the current turning radius and the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel so that the turning radius of the vehicle reaches the set turning radius, including:

[0115] Step 01212: If the current turning radius is less than the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel to increase the speed difference.

[0116] Step 01213: If the current turning radius is greater than the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel to reduce the speed difference.

[0117] Specifically, taking forward rotation of the vehicle's wheels as positive and backward rotation as negative, the following example illustrates how controlling the left wheel to rotate backward and the right wheel to rotate forward to achieve a left turn, and controlling the left wheel to rotate forward and the right wheel to rotate backward to achieve a right turn. When the current turning radius is smaller than the set turning radius, if the vehicle turns left, the driving force of the left wheel can be reduced to decrease its speed, and / or the driving force of the right wheel can be increased to increase its speed, thereby increasing the speed difference. Similarly, if the vehicle turns right, the driving force of the right wheel can be reduced to decrease its speed, and / or the driving force of the left wheel can be increased to increase its speed, thereby increasing the speed difference and thus increasing the turning radius.

[0118] When the current turning radius is greater than the set turning radius, if the vehicle turns left, the speed difference can be reduced by decreasing the driving force of the right wheel to decrease its speed and / or increasing the driving force of the left wheel to increase its speed. If the vehicle turns right, the speed difference can be reduced by decreasing the driving force of the left wheel to decrease its speed and / or increasing the driving force of the right wheel to increase its speed. This reduces the turning radius of the vehicle.

[0119] Please see Figure 7 In some implementations, the method further includes:

[0120] Step 013: Obtain the current road surface adhesion coefficient of the road surface where the vehicle is currently located;

[0121] Step 012: Adjust the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius, including:

[0122] Step 0122: In each preset wheel speed mapping relationship, obtain the target wheel speed mapping relationship corresponding to the current road surface adhesion coefficient. The target wheel speed mapping relationship is used to characterize the mapping relationship between the turning radius and the rotational speed of each wheel of the vehicle under the road surface adhesion coefficient of the current road surface.

[0123] Step 0123: Based on the target wheel speed mapping relationship and the set turning radius, determine the target rotational speed corresponding to each target wheel of the vehicle;

[0124] Step 0124: Adjust the rotational speed of each target wheel so that the rotational speed of each target wheel reaches the corresponding target rotational speed.

[0125] The coefficient of friction (COP) represents the amount of friction between the vehicle's surface and its wheels. A higher COP means greater grip from the wheels when the vehicle is turning. By incorporating the COP into the turning process, the rotational speed of each wheel can be adapted to different road conditions, ensuring safe and precise turning.

[0126] The preset wheel speed mapping relationship can be determined through table lookup or experimentation, and includes the mapping relationship between the target wheel's rotational speed and turning radius under any road surface adhesion coefficient. The preset wheel speed mapping relationship can be represented in the form of a chart. For ease of explanation, this application embodiment uses a preset wheel speed mapping relationship table as an example.

[0127] Specifically, given the current road surface adhesion coefficient, a preset wheel speed mapping table can be consulted to determine the target rotational speeds of each target wheel of the vehicle to achieve a set turning radius under the current road surface adhesion coefficient. This establishes the target wheel speed mapping relationship between the set turning radius and the rotational speeds of each wheel. Then, using an algorithm such as Proportional-Integral-Derivative (PID) (an algorithm that continuously calculates the error value (the difference between the set value and the actual value) and performs corrections based on the proportional, integral, and derivative steps to achieve precise control of the system output), the rotational speeds of each target wheel are adjusted in real time to ensure that each target wheel reaches its corresponding target rotational speed.

[0128] More specifically, by using a PID algorithm, the wheel speeds of each target wheel are adjusted proportionally based on the ratio between the vehicle's current turning radius and the set turning radius (or based on the radius difference between the vehicle's current turning radius and the set turning radius), thereby adjusting the control error. At the same time, based on real-time monitoring of the wheel speed difference, the target torque of each target wheel is calculated, and then the target torque of each target wheel is limited and smoothed, and then the smoothed target torque is output. Finally, the target torque is applied to each corresponding target wheel, thereby achieving precise and adaptive control of the rotational speed, improving the vehicle's maneuverability and applicability in different usage scenarios (under different road surface adhesion coefficients).

[0129] It is understandable that in traditional vehicles, the turning radius is generally changed by adjusting the direction (or orientation) of the wheels and applying a fixed torque value to the wheels. For example, in a scheme that reduces the turning radius by controlling the torque of the four wheels through the vehicle controller based on the vehicle's status (including vehicle speed, throttle depth, and steering wheel angle), and in a scheme that reduces the turning radius by calculating the different yaw moments required by the vehicle and distributing the yaw moments to different drive wheels in different ways, the turning control is torque control. That is, by giving the wheels a fixed torque to provide a fixed driving force to the vehicle, the wheels turn to a preset working condition. This torque is the internal force of the motor, while the yaw moment of the vehicle is an external force. This type of scheme achieves a small turning radius and is non-Ackerman steering. Therefore, the yaw moment formed by the motor torque is not the same as the target yaw moment. In practical applications, for example, when the wheel rotates on a surface with low static friction (such as a puddle with dust attached to the bottom), the wheel cannot provide a fixed driving force to the vehicle under a fixed torque due to the influence of static friction (it may even spin freely). This causes the wheel to rotate to a preset working condition. Under the control logic of the controller, it is usually considered that there is no torque output, so the wheel speed is increased, resulting in the inability to guarantee the steering effect.

[0130] This application directly controls the ground reaction force, i.e., tire force. Since the road surface adhesion coefficient reflects the magnitude of friction between the road surface and the wheels (for example, the road surface adhesion coefficient on ice is relatively smaller than that on sand, resulting in less vehicle grip), when the target wheels rotate at the same speed on surfaces with different road surface adhesion coefficients, the turning radius achievable by the vehicle will vary due to the different grip levels. By incorporating the road surface adhesion coefficient into the adjustment of the rotational speed of each target wheel (i.e., speed control), and using a PID algorithm to determine the speed in real time, the control is more accurate, helping the vehicle maintain a precise turning trajectory and ensuring that the vehicle can complete the turn within the set turning radius. The algorithm is simple and highly robust.

[0131] Please see Figure 8 In some implementations, the method further includes:

[0132] Step 014: Under any preset road surface adhesion coefficient, adjust the rotational speed of at least one target wheel so that the turning radius of the vehicle reaches the corresponding test turning radius.

[0133] Step 015: Based on the rotational speed of at least one target wheel corresponding to different test turning radii, construct a preset wheel speed mapping relationship corresponding to the preset road surface adhesion coefficient. The preset road surface adhesion coefficient includes at least the current road surface adhesion coefficient.

[0134] Specifically, to ensure that the vehicle can achieve a preset turning radius under different road surface adhesion coefficients, different road surfaces with varying adhesion coefficients can be constructed in a laboratory environment or a real-world testing area. Then, under any preset road surface adhesion coefficient, the rotational speed of at least one target wheel is adjusted so that the vehicle can reach a preset test turning radius during turning, and the rotational speed of each target wheel under that test turning radius is recorded. Then, the rotational speed of each target wheel is recorded sequentially when different test turning radii are reached, thus establishing a current preset wheel speed mapping relationship between the turning radius and wheel speed under the current preset road surface adhesion coefficient. Furthermore, by changing the preset road surface adhesion coefficient, multiple preset wheel speed mapping relationships between the turning radius and wheel speed are constructed one-to-one for each preset road surface adhesion coefficient. Finally, by summing up these multiple preset wheel speed mapping relationships, the following can be obtained: Figures 9 to 16 The table showing the mapping relationship between road surface adhesion coefficient (μ), rotational speed (v), and turning radius (R) is provided. Figure 9 This is a mapping table showing the road adhesion coefficient (μ), speed (v), and turning radius (R) of the left front wheel when a vehicle turns left. Figure 10 This is a mapping table showing the road adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the right front wheel when a vehicle turns left. Figure 11This is a mapping table showing the road adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the right rear wheel when a vehicle turns left. Figure 12 This is a mapping table showing the road adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the left rear wheel when a vehicle makes a left turn. Figure 13 This is a mapping table showing the road adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the left front wheel when a vehicle turns right. Figure 14 This is a mapping table showing the road surface adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the right front wheel when a vehicle turns right. Figure 15 This is a mapping table showing the road surface adhesion coefficient (μ), rotational speed (v), and turning radius (R) of the right rear wheel when a vehicle turns right. Figure 16 This is a mapping table showing the road surface adhesion coefficient (μ), engine speed (v), and turning radius (R) of the left rear wheel when the vehicle turns right. The preset driving mode is the driving mode used when implementing the control method of this application. The positive and negative signs are used to distinguish the direction of wheel rotation. When constructing the mapping table, data clustering can be used. For example, the mapping relationship can be divided into three categories according to the magnitude of the road surface adhesion coefficient μ: low adhesion (μ<0.4), medium adhesion (0.4≤μ≤0.6), and high adhesion (μ>0.6) to further simplify calculations and optimize vehicle response and energy consumption. Furthermore, the sign of the engine speed (v) can be defined to distinguish the direction of wheel rotation.

[0135] For example, please see Figure 17 Taking a vehicle comprising a UI interaction module, a parameter estimation module, a control module, and a processing output module (the module being a functional module) as an example, the user can select the turning radius through the UI interaction module, which then transmits the set turning radius to the control module. The parameter estimation module determines the current turning radius by acquiring parameters such as yaw rate, vehicle positioning coordinates, and vehicle heading angle, and transmits the current turning radius, current road surface adhesion coefficient, and wheel speed difference to the control module. The output processing module responds to the control module by adjusting the speed of at least one wheel based on the target speed and target torque, so that the vehicle's turning radius reaches the corresponding test turning radius.

[0136] Please see Figure 18 In some implementations, the method further includes:

[0137] Step 016: Determine the theoretical turning radius based on the set rotational speed of each target wheel;

[0138] Step 017: Adjust the set speed of each target wheel until the theoretical turning radius matches the test turning radius, and determine the target set speed of each target wheel when the match is achieved.

[0139] Step 012: Adjust the rotational speed of at least one wheel so that the vehicle's turning radius reaches the corresponding test turning radius, including:

[0140] Step 0125: Based on the target set speed of each target wheel, adjust the speed of each target wheel to make the turning radius of the vehicle reach the corresponding test turning radius.

[0141] Specifically, the driving force provided by each target wheel to the vehicle can be determined based on the set rotational speed of each target wheel. Then, the theoretical turning radius of the vehicle can be calculated by calculating the resultant driving force of the vehicle. Next, by changing the set rotational speed of each target wheel and recalculating the changed theoretical turning radius, if the recalculated theoretical turning radius matches the test turning radius to be tested (for example, the theoretical turning radius is equal to the test turning radius; or, the difference between the theoretical turning radius and the test turning radius is less than a preset threshold), the rotational speed of each target wheel can be adjusted according to the target set rotational speed of each target wheel at this time, so that the turning radius of the vehicle reaches the corresponding test turning radius.

[0142] It is understandable that the theoretical turning radius provides an ideal model for vehicle turning, helping to accurately predict the turning performance of the vehicle's target wheels at the target set speed. This provides data support and a model foundation for the subsequent construction of a preset wheel speed mapping relationship (a mapping relationship table of road surface adhesion coefficient (μ) - speed (v) - turning radius (R)). During subsequent construction, the speed can be adjusted based on the target set speed to improve control accuracy and construction efficiency.

[0143] Please see Figure 19 In some implementations, step 016: determining the theoretical turning radius based on the set rotational speed of each target wheel, including:

[0144] Step 0161: Based on the set rotational speed of each target wheel, determine the slip ratio of each target wheel;

[0145] Step 0162: Based on the tire slip angle, vertical load, tire slip stiffness, tire longitudinal stiffness, slip ratio and preset road adhesion coefficient corresponding to each target wheel, determine the intermediate parameters corresponding to each target wheel respectively.

[0146] Step 0163: Compare the intermediate parameters corresponding to each target wheel with the preset threshold, and determine the target function among multiple preset functions;

[0147] Step 0164: Based on the tire lateral stiffness, tire slip angle, slip ratio and objective function corresponding to each target wheel, determine the tire lateral force of each target wheel respectively;

[0148] Step 0165: Based on the tire longitudinal stiffness, tire slip angle, slip ratio and objective function corresponding to each target wheel, determine the tire longitudinal force of each target wheel respectively;

[0149] Step 0166: Based on the tire lateral force and tire longitudinal force of each target wheel, determine the vehicle's total lateral force and total longitudinal force.

[0150] Step 0167: Determine the theoretical turning radius of the vehicle based on the vehicle's lateral force, longitudinal force, mass, and current speed.

[0151] Among them, the slip ratio σ can reflect the degree of wheel slippage.

[0152] The tire slip angle can be the angle between the wheel plane and the direction of wheel center movement, reflecting the degree of deviation of the current offset direction of the wheel relative to the direction of wheel center movement.

[0153] Among these, vertical load can be the tire's vertical load, reflecting the pressure the wheel experiences in the vertical direction; tire lateral stiffness is the ratio of the lateral force to the slip angle when the tire is subjected to lateral force; tire longitudinal stiffness is the ratio of the longitudinal deformation to the longitudinal force when the tire is subjected to longitudinal (i.e., rolling direction) force. Vertical load, tire lateral stiffness, and tire longitudinal stiffness reflect tire characteristics and can be obtained by referring to tables, etc.

[0154] Specifically, by collecting the vehicle speed and the set wheel speed of the target wheel, the slip ratio σ of each target wheel at the current set wheel speed can be determined; then, by obtaining the tire slip angle α and vertical load F of the target wheel... Z Tire lateral stiffness Cx, tire longitudinal stiffness C y Based on the slip ratio σ and the preset road surface adhesion coefficient μ, the intermediate parameter λ corresponding to the target wheel is determined, i.e.:

[0155]

[0156] Then, by comparing intermediate parameters with a preset threshold (preset threshold = 1), the objective function f(λ) is determined from among multiple preset functions, i.e.:

[0157] When λ≥1: f(λ)=1;

[0158] When λ<1: f(λ)=(2-λ)λ

[0159] Then, by considering the tire slip angle α and the vertical load F... Z Tire lateral stiffness Cx, tire longitudinal stiffness C yThe slip ratio σ, the preset road adhesion coefficient μ, the intermediate parameter λ, and the objective function f(λ) are used to determine the tire lateral force Fy and the tire longitudinal force Fx, i.e.:

[0160]

[0161] Please see Figure 3 and Figure 20 Taking the target wheels, including the left front wheel, right front wheel, left rear wheel, and right rear wheel, as an example, by performing the above calculations on each target wheel, the tire lateral force Fy and tire longitudinal force Fx corresponding to each target wheel can be obtained. Based on the tire lateral force Fy and tire longitudinal force Fx corresponding to each target wheel, the force analysis of the vehicle is performed to determine the total vehicle lateral force fy and total vehicle longitudinal force fx. Finally, based on the total vehicle lateral force fy, total vehicle longitudinal force fx, vehicle mass M, and vehicle current speed V, the theoretical turning radius Ri of the vehicle is determined, i.e.:

[0162]

[0163] Simultaneously, the directional force angle β during vehicle turning can be determined based on the vehicle's lateral force fy and longitudinal force fx, i.e.:

[0164]

[0165] For example, please see Figure 21 This application provides a simulation diagram when Ri = 2.037 m, where r_simulation = √(1.475-0.3171)^2 + (1.6092)^2 = 1.982 m; when Ri ≈ r_simulation, fx = 105 N, fy = -165 N, α = arctan(fy / fx) = arctan(-165 / 105) = -57.528°, α_geometric = 1.6092 / 1.158 = -54.2607°.

[0166] In this way, by adjusting the rotational speed of each target wheel, the slip ratio is indirectly controlled. The slip ratio controls the lateral and longitudinal forces of the four tires, thereby indirectly controlling the lateral and longitudinal forces of the entire vehicle, making the vehicle move with centripetal force. Based on the matching of the theoretical turning radius and the test turning radius, precise control of the vehicle's steering with different set turning radii is achieved.

[0167] In other words, this application indirectly controls the slip ratio of the target wheel by precisely controlling the rotational speed of the target wheel, making the lateral and longitudinal forces on the entire vehicle controllable, enabling the vehicle to perform centripetal motion and control the turning radius. This solves the problem that torque control schemes can only control the motor torque but cannot truly control the torque of the ground reaction force on the tires, achieving true active steering control. It can control the turning radius on medium and low adhesion surfaces and, by controlling the slip ratio, can achieve anti-slip of all four wheels.

[0168] Please see Figure 22 In some implementations, step 013: obtaining the current road surface adhesion coefficient of the road surface where the vehicle is currently located includes:

[0169] Step 0131: Determine the current road surface adhesion coefficient based on the set road surface adhesion coefficient input by the target object.

[0170] Specifically, the target object can input and set the road surface adhesion coefficient through the UI module according to the actual road conditions of the road surface, and the vehicle can confirm the received set road surface adhesion coefficient as the current road surface adhesion coefficient.

[0171] It is understandable that vehicles can also obtain historical road surface adhesion coefficients and determine the previously obtained road surface adhesion coefficient as the current road surface adhesion coefficient. (For example, by obtaining the timestamps of historical road surface adhesion coefficients and calculating the time difference between each timestamp and the current time, the historical road surface adhesion coefficient corresponding to the timestamp with the smallest time difference is determined as the current road surface adhesion coefficient; or, the timestamps can be compared with the current time, and if the time difference between the two is less than a preset time threshold, then the historical road surface adhesion coefficient is determined as the current road surface adhesion coefficient).

[0172] For example, historical vertical loads can be obtained and the road surface adhesion coefficient can be re-determined. The principle behind this is similar to obtaining historical road surface adhesion coefficients to determine the current road surface adhesion coefficient, and will not be elaborated here.

[0173] Please see Figure 23 In some implementations, step 0131: determining the current road surface adhesion coefficient based on the set road surface adhesion coefficient input by the target object, includes:

[0174] Step 01311: Determine and set the driving force corresponding to the road surface adhesion coefficient;

[0175] Step 01312: Based on the set driving force, drive at least one wheel to verify the set road surface adhesion coefficient and obtain the verification result. The verification result includes whether the set road surface adhesion coefficient matches or does not match the current road surface adhesion coefficient of the vehicle.

[0176] Step 01313: If the set road surface adhesion coefficient matches the road surface adhesion coefficient of the vehicle's current location, determine that the set road surface adhesion coefficient is the road surface adhesion coefficient of the vehicle's current location.

[0177] Specifically, the road adhesion coefficient can be considered as the ratio of the driving force experienced by a wheel when it just begins to slip on the road surface to the vertical load on the wheel. Therefore, given the set road adhesion coefficient input from the target object, a set driving force corresponding to the set road adhesion coefficient can be determined based on the vertical load on the wheel. Then, based on this set driving force, any wheel or at least one wheel is driven to verify whether the set road adhesion coefficient matches the current road adhesion coefficient of the road surface where the vehicle is located (for example, this can be determined based on the slippage of the wheel subjected to the set driving force). If the set road adhesion coefficient matches the road adhesion coefficient of the road surface where the vehicle is currently located, the set road adhesion coefficient is determined as the road adhesion coefficient of the road surface where the vehicle is currently located.

[0178] Please see Figure 24 Optionally, step 0131: determining the road surface adhesion coefficient based on the set road surface adhesion coefficient input by the target object, further includes:

[0179] Step 01314: If the set road surface adhesion coefficient does not match the road surface adhesion coefficient of the vehicle, apply a target driving force to at least one wheel so that the working condition of at least one wheel is in the preset working condition.

[0180] Step 01315: Determine the road adhesion coefficient of the road surface where the vehicle is currently located based on the target driving force and the vertical load of at least one wheel.

[0181] The preset operating conditions may include wheel slippage.

[0182] Specifically, when the set road surface adhesion coefficient does not match the road surface adhesion coefficient of the vehicle's current location, the road surface adhesion coefficient of the vehicle's current location can be re-determined using the target driving force and vertical load. For example, by applying a driving force to any wheel (e.g., applying driving forces to the wheel in ascending order), when the wheel slips under the action of the driving force (i.e., the wheel is in a preset working condition), the driving force at this time can be considered as the target driving force. The road surface adhesion coefficient of the vehicle's current location can be determined based on the ratio of the target driving force to the vertical load of the wheel.

[0183] Please see Figure 25 In some embodiments, step 01312: Based on a set driving force, at least one wheel is driven to verify a set road surface adhesion coefficient and obtain a verification result, including:

[0184] Step 01316: Apply a set driving force to at least one wheel to change the working condition of at least one wheel;

[0185] Step 01317: When at least one wheel is in a preset working condition, determine whether the set road adhesion coefficient matches the road adhesion coefficient of the road surface where the vehicle is currently located.

[0186] Step 01318: If the working condition of at least one wheel does not meet the preset working condition, determine that the set road adhesion coefficient and the road adhesion coefficient of the road surface where the vehicle is currently located do not match.

[0187] Specifically, a set driving force can be applied to at least one wheel. Under the action of the driving force, the working condition (such as speed) of the wheel changes. When the wheel slips, it is considered that the set road surface adhesion coefficient matches the road surface adhesion coefficient of the road where the vehicle is currently located. If the wheel does not slip, it is considered that they do not match.

[0188] Please see Figure 26 In some implementations, step 013: obtaining the road adhesion coefficient of the road surface where the vehicle is currently located, includes:

[0189] Step 0132: Apply a target driving force to at least one wheel so that the working condition of at least one wheel is in a preset working condition;

[0190] Step 0133: Determine the current road surface adhesion coefficient based on the target driving force and the vertical load of at least one wheel.

[0191] Specifically, after the vehicle is powered on, it can apply a target driving force to at least one wheel, and when the working condition of the at least one wheel is in a preset working condition, determine the surface adhesion coefficient based on the target driving force and the vertical load of the at least one wheel.

[0192] Please see Figure 27 To facilitate better implementation of the control method of the embodiments of this application, the embodiments of this application also provide a control device 300. The control device 300 is applied to a vehicle. The control device 300 includes an acquisition module 301 and an adjustment module 302. The first acquisition module 301 is used to acquire the set turning radius input by the target object. The adjustment module 302 is used to adjust the rotation speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius.

[0193] The control device 300 has been described above from the perspective of functional modules with reference to the accompanying drawings. These functional modules can be implemented in hardware, in software instructions, or in a combination of hardware and software modules. Specifically, the steps of the method embodiments in this application can be completed by integrated logic circuits in the processor's hardware and / or by software instructions. The steps of the method disclosed in the embodiments of this application can be directly manifested as execution by a hardware encoding processor, or execution by a combination of hardware and software modules in the encoding processor. Optionally, the software module can reside in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps in the above method embodiments.

[0194] Please see Figure 1 The electronic device 10 of this application includes a processor connected to a memory; the memory stores a computer program, and the processor executes the computer program to implement the control method of any of the above embodiments.

[0195] Please see Figure 1 The vehicle 100 of this application embodiment may include the electronic device 10 of any of the above embodiments.

[0196] In one embodiment, the electronic device 10 can serve as a vehicle controller. The electronic device 10 is installed in the vehicle and executes a computer program to enable the vehicle 100 to implement the control method described in any of the above embodiments.

[0197] This application also provides a computer program product, including a computer program that includes instructions for the control method of any of the above embodiments, which will not be described in detail here for the sake of brevity.

[0198] Please see Figure 28 This application also provides a computer-readable storage medium 600 storing a computer program 610. When the computer program 610 is executed by the processor 620, it implements the steps of the control method of any of the above embodiments. For the sake of brevity, these steps will not be repeated here.

[0199] In the description of this specification, the references to terms such as "some embodiments," "in one example," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0200] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0201] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A control method, characterized in that, Applied to vehicles, the method includes: Obtain the set turning radius input from the target object; Adjust the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius.

2. The control method according to claim 1, characterized in that, The vehicle includes a left wheel and a right wheel, and the turning radius of the vehicle is determined based on the speed difference between the left wheel and the right wheel. Adjusting the speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius includes: Based on the speed difference, at least one of the driving force of the left wheel and the driving force of the right wheel is adjusted so that the turning radius of the vehicle reaches the set turning radius.

3. The control method according to claim 2, characterized in that, The turning radius of the vehicle is positively correlated with the difference in rotational speed.

4. The control method according to claim 2 or 3, characterized in that, The left wheel includes a left front wheel and a left rear wheel, the right wheel includes a right front wheel and a right rear wheel, and the difference includes at least one of a first difference between the rotational speed of the left front wheel and the rotational speed of the right front wheel and a second difference between the rotational speed of the left rear wheel and the rotational speed of the right rear wheel.

5. The control method according to claim 2, characterized in that, When the left and right wheels rotate in the same direction, the center of the vehicle's turn is located outside the area of ​​the vehicle's projection on the ground. When the left and right wheels rotate in opposite directions, the center of the vehicle's turn is located within the area of ​​the vehicle's projection on the ground. When the rotational speed of the left wheel is 0, the center of the vehicle's turn is located in the area where the left wheel is located; When the rotational speed of the right wheel is 0, the center of the vehicle's turn is located in the area where the right wheel is located.

6. The control method according to claim 2, characterized in that, Adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the speed difference, so that the turning radius of the vehicle reaches the set turning radius, includes: Based on the radius difference between the current turning radius and the set turning radius, and the speed difference, adjust at least one of the driving force of the left wheel and the driving force of the right wheel so that the turning radius of the vehicle reaches the set turning radius.

7. The control method according to claim 6, characterized in that, The step of adjusting at least one of the driving force of the left wheel and the driving force of the right wheel based on the radius difference between the current turning radius and the set turning radius and the speed difference, so that the turning radius of the vehicle reaches the set turning radius, includes: If the current turning radius is less than the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel to increase the speed difference. If the current turning radius is greater than the set turning radius, adjust at least one of the driving force of the left wheel and the driving force of the right wheel to reduce the speed difference.

8. The control method according to claim 6 or 7, characterized in that, The current turning radius is determined based on the vehicle's yaw rate and the distance the vehicle travels within a preset time period.

9. The control method according to claim 1, characterized in that, The method further includes: Obtain the current road surface adhesion coefficient of the road surface where the vehicle is currently located; Adjusting the rotational speed of at least one target wheel of the vehicle so that the turning radius of the vehicle reaches the set turning radius includes: In each preset wheel speed mapping relationship, a target wheel speed mapping relationship corresponding to the current road surface adhesion coefficient is obtained. The target wheel speed mapping relationship is used to characterize the mapping relationship between the set turning radius and the rotational speed of each wheel of the vehicle under the road surface adhesion coefficient of the road surface where the vehicle is currently located. Based on the target wheel speed mapping relationship and the set turning radius, the target rotational speed corresponding to each target wheel of the vehicle is determined; Adjust the rotational speed of each of the target wheels so that the rotational speed of each of the target wheels reaches the corresponding target rotational speed.

10. The control method according to claim 9, characterized in that, The method further includes: Under any preset road surface adhesion coefficient, adjust the rotational speed of at least one target wheel so that the turning radius of the vehicle reaches the corresponding test turning radius; Based on the rotational speed of at least one target wheel corresponding to different test turning radii, a preset wheel speed mapping relationship corresponding to the preset road surface adhesion coefficient is constructed, wherein the preset road surface adhesion coefficient includes at least the current road surface adhesion coefficient.

11. The control method according to claim 10, characterized in that, The method further includes: The theoretical turning radius is determined based on the set rotational speed of each of the target wheels; Adjust the set speed of each of the target wheels until the theoretical turning radius and the test turning radius to be tested match, and determine the target set speed of each of the target wheels when they match. Adjusting the rotational speed of at least one wheel to make the turning radius of the vehicle reach the corresponding test turning radius includes: Based on the target set rotational speed of each target wheel, the rotational speed of each target wheel is adjusted so that the turning radius of the vehicle reaches the corresponding test turning radius.

12. The control method according to claim 11, characterized in that, Determining the theoretical turning radius based on the set rotational speed of each of the target wheels includes: Based on the set rotational speed of each of the target wheels, the slip ratio of each of the target wheels is determined respectively; Based on the tire slip angle, vertical load, tire slip stiffness, tire longitudinal stiffness, slip ratio, and the preset road adhesion coefficient corresponding to each target wheel, the intermediate parameters corresponding to each target wheel are determined respectively. Compare the intermediate parameters corresponding to each target wheel with a preset threshold, and determine the target function from multiple preset functions; Based on the tire lateral stiffness, tire lateral angle, slip ratio, and objective function corresponding to each target wheel, the tire lateral force of each target wheel is determined respectively. Based on the tire longitudinal stiffness, tire slip angle, slip ratio, and objective function corresponding to each target wheel, the tire longitudinal force of each target wheel is determined respectively. Based on the tire lateral force and tire longitudinal force of each of the target wheels, the total vehicle lateral force and total vehicle longitudinal force are determined. The theoretical turning radius of the vehicle is determined based on the vehicle's lateral force, longitudinal force, mass, and current speed.

13. The control method according to claim 1 or 9, characterized in that, The vehicle includes a left wheel and a right wheel, and the target wheel includes at least one left wheel and at least one right wheel.

14. The control method according to claim 9, characterized in that, The step of obtaining the current road surface adhesion coefficient of the road surface where the vehicle is currently located includes: The current road surface adhesion coefficient is determined based on the set road surface adhesion coefficient input by the target object.

15. The control method according to claim 14, characterized in that, The process of determining the current road surface adhesion coefficient based on the set road surface adhesion coefficient input from the target object includes: Determine the set driving force corresponding to the set road surface adhesion coefficient; Based on the set driving force, at least one wheel is driven to verify the set road surface adhesion coefficient and obtain the verification result. The verification result includes whether the set road surface adhesion coefficient matches or does not match the road surface adhesion coefficient of the current road surface where the vehicle is currently located. If the set road surface adhesion coefficient matches the road surface adhesion coefficient of the vehicle's current location, then the set road surface adhesion coefficient is determined to be the road surface adhesion coefficient of the vehicle's current location.

16. The control method according to claim 15, characterized in that, The method of determining the road surface adhesion coefficient based on the target object input, further includes: If the set road surface adhesion coefficient and the road surface adhesion coefficient of the vehicle are not matched, a target driving force is applied to at least one wheel so that the working condition of the at least one wheel is in a preset working condition. Based on the target driving force and the vertical load of the at least one wheel, the road adhesion coefficient of the road surface where the vehicle is currently located is determined.

17. The control method according to claim 15 or 16, characterized in that, The step of driving at least one wheel based on the set driving force to verify the set road surface adhesion coefficient and obtain the verification result includes: The set driving force is applied to the at least one wheel to change the operating condition of the at least one wheel; When at least one wheel is in a preset working condition, it is determined that the set road surface adhesion coefficient matches the road surface adhesion coefficient of the road where the vehicle is currently located. If the working conditions of at least one wheel do not meet the preset working conditions, it is determined that the set road surface adhesion coefficient and the road surface adhesion coefficient of the road surface where the vehicle is currently located do not match.

18. The control method according to claim 9, characterized in that, The step of obtaining the road surface adhesion coefficient of the road surface where the vehicle is currently located includes: Apply a target driving force to the at least one wheel so that the at least one wheel is in a preset working condition; The current road surface adhesion coefficient is determined based on the target driving force and the vertical load of the at least one wheel.

19. The control method according to claim 17 or 18, characterized in that, The preset operating conditions include wheel slippage.

20. An electronic device, characterized in that, include: A processor connected to a memory; the memory stores a computer program, and the processor executes the computer program to implement the instructions of the control method according to any one of claims 1 to 19.

21. A vehicle, characterized in that, include: The electronic device according to claim 20.

22. A non-volatile computer-readable storage medium comprising a computer program, wherein when executed by a processor, the computer program causes the processor to perform the control method according to any one of claims 1-19.

23. A computer program product, characterized in that, It includes a computer program, the computer program comprising instructions for performing the control method according to any one of claims 1 to 19.

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