A control method, a control device, a computer readable storage medium and a vehicle

Abstract

This disclosure relates to a vehicle control method, control device, computer-readable storage medium, and vehicle. The vehicle control method is applicable to four-wheel steering vehicles and includes acquiring the vehicle's current position and target position; obtaining a target heading angle based on the vehicle's current position and target position, wherein the vehicle heading angle is the angle formed by the direction of the line connecting the vehicle's current position and target position and the tangent direction of the road where the vehicle is located at the vehicle's current position; determining that the target heading angle is within a preset slant angle range, and then controlling the vehicle to move from the vehicle's current position to the vehicle's target position in a slant manner. This greatly simplifies the impact of human operation and, through automatic control, enables very precise and convenient passage on narrow and congested roads, as well as convenient parallel parking. It also facilitates passing through pole tests, thereby improving vehicle handling.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a vehicle control method, control device, computer-readable storage medium, and vehicle. Background Technology

[0002] With the development of technology, consumers have higher and higher requirements for vehicle performance and experience, as well as for vehicle intelligence and convenience. However, due to various limitations, the passability of existing vehicles on narrow or congested roads is not very high, which causes inconvenience to many consumers. Summary of the Invention

[0003] This application aims to at least partially solve one of the technical problems in the aforementioned technologies. To this end, the first objective of this application is to provide a vehicle control method applicable to four-wheel steering vehicles, comprising the following steps: obtaining the vehicle's current position and a target position; obtaining a target heading angle based on the current position and the target position, wherein the target heading angle is the angle formed by the direction of the line connecting the current position and the target position and the tangent direction of the road at the current position; determining that the target heading angle is within a preset yaw angle range, and then controlling the vehicle to move from the current position to the target position in a yaw manner.

[0004] The target heading angle of the vehicle is obtained based on the vehicle's current position and target position. Then, it is determined whether the target heading angle is within the preset range. If it is within the preset range, the vehicle is controlled to move diagonally so that the vehicle can move from the current position to the target position. This greatly simplifies the impact of human operation. Through automatic control, it can pass through narrow and congested roads very accurately and conveniently, or facilitate parallel parking. It can also easily pass pole tests, thereby improving the vehicle's handling.

[0005] According to some embodiments of this application, "determining that the target heading angle of the vehicle is within a preset yaw angle range" means: determining that the target heading angle of the vehicle satisfies: -|(δ fnax +δ rmax | / 2≤θ≤|(δ) fmax +δ rmax )| / 2; where δ fmax δ is the limit steering angle of the vehicle's front wheels. rmax θ represents the limit steering angle of the vehicle's rear wheels, and θ represents the vehicle's target heading angle.

[0006] According to some embodiments of this application, the preset oblique angle range is obtained by the following formula:

[0007]

[0008] Where m is the vehicle mass, θ is the target heading angle of the vehicle, v is the velocity of the center of mass, and I... z Let c be the moment of inertia of the yaw rotation about the center of mass. f For the equivalent lateral stiffness of the front wheel, c r Let δ be the equivalent yaw stiffness of the rear wheel, a be the distance from the center of mass to the front axle, b be the distance from the center of mass to the rear axle, and δ be the equivalent yaw stiffness of the rear wheel. f For the front wheel steering angle, δ r For the rear wheel steering angle, The rate of change of the vehicle's target heading angle; denoted as the rate of change of yaw angular velocity.

[0009] According to some embodiments of this application, the step of "controlling the vehicle to move from its current position to its target position in an oblique manner" further includes: acquiring vehicle body direction information representing the vehicle's length extension direction, and obtaining a centroid sideslip angle based on the vehicle's current position, the vehicle's target position, and the vehicle body direction information; wherein the centroid sideslip angle is the angle formed by the direction of the line connecting the vehicle's current position and the vehicle's target position and the extension direction of the vehicle's body length; controlling the vehicle's movement such that the difference between the centroid sideslip angle and the vehicle's target heading angle is less than a preset threshold, and controlling the vehicle to move from its current position to its target position in an oblique manner, wherein during the process of moving from its current position to its target position in an oblique manner, the difference between the centroid sideslip angle and the vehicle's target heading angle is less than the preset threshold.

[0010] According to some embodiments of this application, the step of "controlling the vehicle movement so that the difference between the center of gravity sideslip angle and the vehicle target heading angle is less than a preset threshold, and controlling the vehicle to move from the current position to the target position in an oblique manner" further includes: obtaining the wheel steering angle, and controlling the vehicle to move from the current position to the target position in an oblique manner based on the wheel steering angle.

[0011] According to some embodiments of this application, the step of "obtaining the wheel steering angle and controlling the vehicle to move from the current position to the target position by an oblique motion according to the wheel steering angle" further includes: obtaining the wheel driving torque according to the wheel steering angle; controlling the vehicle to move from the current position to the target position by an oblique motion according to the wheel steering angle and the wheel driving torque; wherein, the wheel steering angle includes the front wheel steering angle and the rear wheel steering angle; the wheel driving torque includes the left front wheel driving torque, the right front wheel driving torque, the left rear wheel driving torque, and the right rear wheel driving torque.

[0012] According to some embodiments of this application, the vehicle driving torque is obtained by the following formula:

[0013]

[0014] a(T fl +T fr sinδ f =b(T) r1 +T rr sinδ r ;

[0015] T d =T f1 +T r1 +T fr +T rr ;

[0016] (T fl -T fr ) / F zf =(T rl -T rr ) / F zr ;

[0017] Where ΔM is the yaw moment required to maintain the vehicle's lateral movement, B is the track width, R is the wheel rolling radius, and T is the yaw moment. f1 For the left front wheel drive torque, T fr For the right front wheel drive torque, T rl For the left rear wheel drive torque, T rr For the right rear wheel drive torque, T d For the total demand torque, F zf For the front axle load, F zr For rear axle load.

[0018] According to some embodiments of this application, controlling the vehicle to move from its current position to a target position in an oblique manner includes: during the process of controlling the vehicle to move from its current position to the target position in an oblique manner, the yaw rate of the vehicle must satisfy: -3deg / s < ω r <3deg / s; where ω r ω represents the yaw rate.

[0019] To achieve the above objectives, another embodiment of this application proposes a control device, including: a memory; a processor, wherein the memory stores one or more instructions, and when the one or more instructions are executed by the processor, the control device performs the above-described method.

[0020] To achieve the above objectives, another embodiment of this application proposes a vehicle that includes the aforementioned control device.

[0021] To achieve the above objectives, another embodiment of this application proposes a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described vehicle control method. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the vehicle dynamics model;

[0023] Figure 2 This is a schematic diagram of a vehicle traveling at an angle according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the functional flow according to an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of these 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 intended to explain this application, and should not be construed as limiting this application.

[0026] The following description, with reference to the accompanying drawings, illustrates a vehicle control method proposed in an embodiment of this application.

[0027] like Figure 1-3 As shown, according to some embodiments of this application, the vehicle control method is applicable to four-wheel steering vehicles and includes the following steps:

[0028] Obtain the vehicle's current location and target location.

[0029] Specifically, the system obtains the vehicle's current location and its target location. The vehicle's current location can be obtained through a positioning system, navigation maps, or sensors such as cameras. The target location can be a parking space or a destination after obstacle avoidance. The target location can be obtained through sensors such as cameras or radar, or by manually selecting a target location after obtaining a map of the surrounding area using cameras or radar. Of course, in practical applications, this is not the only option.

[0030] The vehicle's current location and target location can be relative or absolute based on the map. Furthermore, the vehicle's current location and target location can also include road information of the vehicle's current location and the target location, such as lane information and road environment information, etc. There are no restrictions on this.

[0031] The vehicle's heading angle is obtained based on its current position and target position. The target heading angle is the angle formed by the line connecting the current and target positions and the tangent of the road at the current position.

[0032] Specifically, the line connecting the vehicle's current position and its target position can be understood as the vehicle's planned driving route. The angle between the direction of the planned driving route and the tangent direction of the road at the vehicle's position is the vehicle's heading angle. In other words, when the road at the vehicle's position is a straight line, the heading angle is the angle between the planned driving route and the direction of the road's extension. When the road at the vehicle's position is a curve, the angle between the tangent direction of the road at the vehicle's position and the vehicle's planned driving route is the heading angle.

[0033] If the target heading angle of the vehicle is determined to be within the preset sloping angle range, the vehicle is controlled to move from its current position to its target position in a sloping manner.

[0034] The system determines whether the vehicle's target heading angle is within the preset diagonal angle range. If so, it controls the vehicle to automatically move from its current position to the target position in a diagonal manner. The diagonal manner means that the controller controls the vehicle to travel along a straight line from its current position to the target position, and this straight line can be the aforementioned planned route. When the vehicle's heading angle is not within the preset diagonal angle range, it indicates that the vehicle cannot be moved to the target position by diagonal means. In this case, the vehicle can be controlled to move to change its initial position until the vehicle's target heading angle meets the preset conditions. This method greatly simplifies the operation of the vehicle, enabling it to avoid obstacles on narrow / congested roads or automatically perform parallel parking, etc.

[0035] Understandably, this method enables vehicles to detect their surroundings and control their movement from their current position to a target position without manual intervention. It can also automatically avoid obstacles based on the detection results, making it easier to drive on narrow roads. Furthermore, it can be applied to slalom tests or overtaking in narrow lanes.

[0036] The following example demonstrates parallel parking. The driver moves the vehicle to the adjacent lane or one side of the parking space and controls the vehicle to enter diagonal mode. The vehicle automatically obtains its current position and target position (i.e., the position of the parking space). Then, the vehicle determines whether the target heading angle meets the preset conditions. If the preset conditions are met, the vehicle is automatically controlled to move from the current position to the parking space in a straight line to complete the parallel parking. Of course, if the target heading angle can be manually controlled or the vehicle moves automatically, it can leave the original vehicle position until the relationship between the vehicle position and the parking space makes the target heading angle meet the preset conditions.

[0037] In one embodiment of this disclosure, the target heading angle of the vehicle needs to satisfy: -|(δ fnax +δ rmax | / 2≤θ≤|(δ) fmax +δ rmax )| / 2, where δ fmax δ is the limit steering angle of the vehicle's front wheels. rmax θ is the limit steering angle of the vehicle's rear wheels, and θ is the target heading angle of the vehicle. Only when the target heading angle of the vehicle is within the preset range can the vehicle move from its current position to its target position by diagonal movement.

[0038] In one embodiment of this disclosure, the preset diagonal angle range can be obtained using the following formula:

[0039]

[0040] m is the total vehicle mass, θ is the target heading angle of the vehicle, v is the velocity of the center of mass, and I is the velocity of the vehicle's center of mass. z Let c be the moment of inertia of the yaw rotation about the center of mass. f For the equivalent lateral stiffness of the front wheel, c r Let δ be the equivalent yaw stiffness of the rear wheel, a be the distance from the center of mass to the front axle, b be the distance from the center of mass to the rear axle, and δ be the equivalent yaw stiffness of the rear wheel. f For the front wheel steering angle, δ r ω is the rear wheel steering angle. r The yaw rate is angular velocity. Let be the rate of change of the vehicle's target heading angle, and Let be the rate of change of yaw rate, and

[0041] Specifically, based on the vehicle's dynamics model, the equations are established as follows:

[0042]

[0043] Where, ω r ω represents the yaw rate.

[0044] The above formula can be equivalent to:

[0045]

[0046] Since the vehicle travels at an angle, which can be understood as translation, the front of the vehicle will not swing, or the swing angle will be very small. Therefore, it is assumed that ω r Let θ be a constant value approaching zero; and let θ be a fixed value. From this, we can obtain the following formula:

[0047]

[0048]

[0049] This allows us to calculate the range of the target heading angle, which can be obtained by considering the extreme values ​​of the front and rear wheel steering angles or other values.

[0050] According to some embodiments of this disclosure, "controlling the vehicle to move from its current position to its target position in an oblique manner" further includes:

[0051] Obtain vehicle body direction information representing the vehicle's length extension direction, and obtain the centroid sideslip angle based on the vehicle's current position, target position, and vehicle body direction information; the centroid sideslip angle is the angle formed by the direction of the line connecting the vehicle's current position and target position and the extension direction of the vehicle's body length; control the vehicle's movement so that the difference between the centroid sideslip angle and the vehicle's target heading angle is less than a preset threshold, and control the vehicle to move from the vehicle's current position to the vehicle's target position in an oblique manner, wherein the difference between the centroid sideslip angle and the vehicle's target heading angle is less than the preset threshold during the process of moving from the vehicle's current position to the vehicle's target position in an oblique manner.

[0052] Understandably, the aforementioned method also includes obtaining vehicle body direction information. Based on the vehicle body direction information, the vehicle body orientation can be obtained, which means obtaining the extension direction of the vehicle body length. The angle formed by the vehicle body length direction and the direction of the line connecting the current position and the target position of the vehicle is the vehicle center of gravity sideslip angle.

[0053] The vehicle is controlled to move such that the difference between the vehicle's center of gravity sideslip angle and the vehicle's target heading angle is less than a preset threshold. Preferably, the vehicle is controlled to move such that the center of gravity sideslip angle is equal to the vehicle's target heading angle. This makes the vehicle's length direction parallel or approximately parallel to the tangent direction of the road at the vehicle's location, thus enabling it to move diagonally. This allows for simple and convenient control of the vehicle to move from its current position to its target position.

[0054] Understandably, when the vehicle's sideslip angle equals the vehicle's target heading angle, or when the difference between the sideslip angle and the target heading angle is less than a preset threshold, the vehicle's yaw rate is zero or small during diagonal movement. This makes the vehicle's movement more stable, and the smaller yaw rate allows for more precise vehicle control, enabling it to better avoid obstacles or travel more accurately along the planned path.

[0055] Furthermore, in order to better achieve the diagonal movement, during the process of the vehicle moving from its current position to its target position in a diagonal manner, the difference between the centroid sideslip angle and the target heading angle is less than a preset threshold or equal to zero.

[0056] Understandably, in order to ensure the vehicle's control precision or motion state, this threshold is a relatively small value, and the specific value can be set according to requirements.

[0057] In one embodiment of this disclosure, "controlling the vehicle's movement so that the difference between the center-of-gravity sideslip angle and the vehicle's target heading angle is less than a preset threshold, and controlling the vehicle to move from its current position to its target position in an oblique manner" further includes:

[0058] Obtain the wheel steering angle, and control the vehicle to move from its current position to the target position in an oblique manner based on the wheel steering angle.

[0059] It is understandable that obtaining the vehicle's current wheel steering angle allows the vehicle to be controlled to move diagonally from its current position to its target position. The wheel steering angle can be calculated by the controller based on information such as the vehicle's current position, target position, and vehicle size, enabling the vehicle to reach its destination faster or more efficiently. Alternatively, the rear wheel steering angle can be a fixed value, while the front wheel steering angle can be manually controlled or assigned a value.

[0060] In one embodiment of this disclosure, "obtaining the wheel steering angle and controlling the vehicle to move from its current position to its target position in an oblique manner based on the wheel steering angle" further includes:

[0061] The wheel driving torque is obtained from the wheel steering angle;

[0062] Based on the wheel steering angle and wheel drive torque, the vehicle is controlled to move from its current position to its target position in an oblique manner.

[0063] The wheel steering angle includes the front wheel steering angle and the rear wheel steering angle; the wheel driving torque includes the left front wheel driving torque, the right front wheel driving torque, the left rear wheel driving torque, and the right rear wheel driving torque.

[0064] Understandably, based on the steering angles of the front and rear wheels, the driving torques of the left front wheel, right front wheel, left rear wheel, and right rear wheel are obtained. This allows the vehicle to be controlled to move diagonally from its current position to a target position based on the steering angles of the front and rear wheels and the driving torques of the four wheels. The front and rear wheel angles can be inconsistent, as can the driving torques of the four wheels. Because the steering angles of the front and rear wheels are inconsistent, to ensure that the vehicle moves in a translational or near-translational manner, the driving torques of the four wheels need to be controlled so that the yaw rate is a constant value approaching or equal to zero, or close to a constant value, during movement. This ensures that the rate of change of the yaw rate approaches zero, allowing the vehicle to achieve better translation and thus perform better on narrow roads or in other application scenarios.

[0065] In one embodiment of this application, the vehicle is a four-wheel drive vehicle. Furthermore, the vehicle can be independently driven by four wheels, that is, each wheel has a separate motor to drive it, thereby better realizing four-wheel drive and better realizing that the four wheels have different driving torques, thus making the vehicle control more precise and the vehicle movement more stable.

[0066] The driving torque of the four wheels can be obtained based on the turning angle of the front and rear wheels, thereby enabling the vehicle to translate. The main function of the torque of each wheel is to prevent the vehicle from generating yaw rate during movement, or to prevent the yaw rate from being too large, thereby suppressing the lateral sway of the vehicle body during movement, given the turning angle of the vehicle wheels.

[0067] Specifically, ΔM is the yaw moment required to maintain the vehicle's lateral movement, which can be derived from the following formula:

[0068]

[0069]

[0070] ΔM = 0.5·ΔM β +0.5·ΔM ωr

[0071] Where β is the vehicle's sideslip angle, and ΔM β ΔM ωr These are the yaw moments that control the vehicle's sideslip angle and yaw rate, respectively. These are the proportional, integral, and derivative coefficients that control the sideslip angle of the centroid, adjusted according to the target β. β (t) represents the error change of the centroid sideslip angle over time; similarly... These are the proportional, integral, and derivative coefficients controlling the yaw rate, based on the target ω.r Adjustment, e ωr (t) represents the error change of the yaw rate over time.

[0072] In some embodiments of this application, the vehicle drive torque is distributed using the following formula:

[0073]

[0074] a(T fl +T fr sinδ f =b(T) r1 +T rr sinδ r ;

[0075] T d =T f1 +T r1 +T fr +T rr ;

[0076] (T fl -T fr ) / F zf =(T rl -T rr ) / F zr ;

[0077] Where B is the wheel track, R is the wheel rolling radius, and T is the wheel width. f1 For the left front wheel drive torque, T fr For the right front wheel drive torque, T rl For the left rear wheel drive torque, T rr For the right rear wheel drive torque, T d For the total demand torque, F zf For the front axle load, F zr For rear axle load.

[0078] The driving torque of the four wheels can be obtained based on the turning angle of the front and rear wheels, thereby enabling the vehicle to translate. The main function of the torque of each wheel is to prevent the vehicle from generating yaw rate during movement, or to prevent the yaw rate from being too large, thereby suppressing the lateral sway of the vehicle body during movement, given the turning angle of the vehicle wheels.

[0079] In one embodiment of this disclosure, the yaw rate change is minimized during the process of controlling the vehicle to move from the current position to the target position in an oblique manner, therefore, the following condition must be met: -3deg / s < ω r <3deg / s; where ω r ω represents the yaw rate.

[0080] To ensure the vehicle can perform diagonal movement and travel more accurately along the planned path, the yaw rate during the diagonal movement needs to be controlled to a constant value close to or equal to zero. Therefore, during the movement, the controller's yaw rate must satisfy -3deg / s < ω. r <3deg / s, which enables better control precision during slant movement, better control of vehicle movement, and better handling of more challenging driving environments.

[0081] Another embodiment of this application proposes a vehicle control device, including a memory and a processor. The memory stores one or more instructions. When one or more of the instructions are executed by the processor, the control device performs the above-described method, enabling the controller to control the vehicle to perform lateral movement according to the instructions corresponding to the aforementioned method.

[0082] Another embodiment of this application proposes a vehicle that includes the aforementioned control device. The vehicle is capable of oblique movement under the control of the aforementioned control device in various situations, thereby enabling the vehicle to travel from its current position to a target position by detecting the surrounding environment without manual operation. Moreover, it can automatically avoid obstacles based on the detection results, thus enabling convenient driving on narrow roads. Furthermore, it can also be applied in fields such as slalom testing or overtaking in narrow lanes.

[0083] Another aspect of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned vehicle control method. This enables the vehicle to move diagonally under the control of the aforementioned control device in various situations, thereby allowing the vehicle to detect the surrounding environment and control its movement from its current position to a target position without manual operation. Furthermore, the vehicle can automatically avoid obstacles based on the detection results, making it convenient to drive on narrow roads. Moreover, it can also be applied to fields such as slalom testing or overtaking in narrow lanes.

[0084] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0085] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0086] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0087] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are 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.

[0089] 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 vehicle control method, characterized in that, For vehicles with four-wheel steering, the following steps are included: Obtain the vehicle's current location and target location; The vehicle target heading angle is obtained based on the vehicle's current position and the vehicle's target position, wherein the vehicle target heading angle is the angle formed by the direction of the line connecting the vehicle's current position and the vehicle's target position and the tangent direction of the road where the vehicle is located at the vehicle's current position. Determine whether the target heading angle of the vehicle is within the preset slant angle range. If yes, control the vehicle to move from its current position to the target position in a slant manner. If no, control the vehicle to move to change its initial position until the target heading angle of the vehicle meets the preset conditions. The preset slant angle range is determined based on the limit steering angle values ​​of the front wheels and the rear wheels of the vehicle.

2. The vehicle control method as described in claim 1, characterized in that, The phrase "determining whether the target heading angle of the vehicle is within the preset oblique angle range" means: Determine that the target heading angle of the vehicle satisfies: -|( δ fmax +δ rmax )| / 2 ≤ θ ≤ |( δ fmax +δ rmax )| / 2; in, δ fmax This refers to the extreme steering angle of the vehicle's front wheels. δ rmax This refers to the maximum steering angle of the vehicle's rear wheels. θ The target heading angle for the vehicle.

3. The vehicle control method as described in claim 1, characterized in that, The preset diagonal angle range is obtained using the following formula: in, m Overall vehicle quality θ The target heading angle of the vehicle. v Let I be the velocity of the center of mass. z Let the moment of inertia be the yaw motion about the center of mass. c f For the equivalent lateral stiffness of the front wheel, c r For the equivalent deflection stiffness of the rear wheels, a This is the distance from the center of gravity to the front axle. b This is the distance from the center of mass to the rear axle. δ f For the front wheel steering angle, δ r For the rear wheel steering angle, ω r The yaw rate is angular velocity. The rate of change of the vehicle's target heading angle; denoted as the rate of change of yaw angular velocity.

4. The vehicle control method according to claim 1, characterized in that, The phrase "controlling the vehicle to move from its current position to its target position in an oblique manner" also includes: Obtain vehicle body orientation information representing the vehicle's length extension direction, and obtain the centroid sideslip angle based on the vehicle's current position, the vehicle's target position, and the vehicle body orientation information; wherein, the centroid sideslip angle is the angle formed by the direction of the line connecting the vehicle's current position and the vehicle's target position and the vehicle's length extension direction; The vehicle's movement is controlled such that the difference between the center of gravity sideslip angle and the vehicle's target heading angle is less than a preset threshold, and the vehicle is controlled to move from its current position to its target position in an oblique manner, wherein the difference between the center of gravity sideslip angle and the vehicle's target heading angle is less than the preset threshold during the oblique movement from the current position to the target position.

5. The vehicle control method according to claim 4, characterized in that, The phrase "controlling vehicle movement so that the difference between the center-of-gravity sideslip angle and the vehicle's target heading angle is less than a preset threshold, and controlling the vehicle to move from its current position to its target position in an oblique manner" further includes: The wheel steering angle is obtained, and the vehicle is controlled to move from its current position to its target position in an oblique manner based on the wheel steering angle.

6. The vehicle control method according to claim 5, characterized in that, The phrase "acquiring the wheel steering angle and controlling the vehicle to move from its current position to its target position in an oblique manner based on the wheel steering angle" further includes: The wheel driving torque is obtained based on the wheel steering angle. Based on the wheel steering angle and the wheel driving torque, the vehicle is controlled to move from its current position to its target position in an oblique manner. The wheel steering angle includes the front wheel steering angle and the rear wheel steering angle; the wheel driving torque includes the left front wheel driving torque, the right front wheel driving torque, the left rear wheel driving torque, and the right rear wheel driving torque.

7. The vehicle control method according to claim 6, characterized in that, The wheel driving torque is obtained using the following formula: ； a (Tfl + Tfr) sinδf=b (Tr1+ Trr) sinδr ； Td = Tf1 + Tr1 + Tfr + Trr ； (Tfl - Tfr) / Fzf = (Trl - Trr) / Fzr ； Where ΔM is the yaw moment required to maintain the vehicle's lateral movement, B is the track width, and R is the wheel rolling radius. T f1 For the left front wheel drive torque, T fr This is the right front wheel drive torque. T rl For left rear wheel drive torque, T rr For right rear wheel drive torque, T d For total demand torque, F zf For front axle load, F zr For rear axle load, δ f For the front wheel steering angle, δ r For the rear wheel steering angle, a This is the distance from the center of gravity to the front axle. b This is the distance from the center of mass to the rear axle.

8. The vehicle control method according to any one of claims 1-7, characterized in that, The control of the vehicle to move from its current position to its target position in an oblique manner includes: During the process of controlling the vehicle to move from its current position to its target position in an oblique manner, the yaw rate of the vehicle must satisfy the following: -3deg / s< ω r <3deg / s; in, ω r ω represents the yaw rate.

9. A vehicle control device, characterized in that, include: Memory; A processor, wherein the memory stores one or more instructions that, when executed by the processor, cause the control device to perform the method as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the control device as described in claim 9.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1-8.

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