Vehicle u-turn control method, device, equipment and storage medium

Abstract

This application provides a method, apparatus, device, and storage medium for controlling a vehicle to turn in place, relating to the field of vehicle control technology. The method includes: when the vehicle enters a turn-around mode, determining a first driving torque, a second driving torque, and a brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters; controlling the outer rear wheel of the vehicle to lock up, with the outer rear wheel as the center of rotation; controlling the outer front wheel and inner front wheel of the vehicle to rotate forward according to the first driving torque, and applying brake hydraulic pressure equal to the brake hydraulic pressure value to the inner front wheel; and controlling the inner rear wheel of the vehicle to rotate backward according to the second driving torque; wherein the inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel are determined based on the vehicle's steering information. According to the embodiments of this application, the turning radius of a dual-motor four-wheel drive electric vehicle can be further reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a method, device, equipment, and storage medium for controlling a vehicle to turn around in place. Background Technology

[0002] Every vehicle has a minimum turning radius. The smaller the turning radius, the less space the vehicle needs to turn, and the better its maneuverability.

[0003] In some turning situations, due to space limitations, vehicles cannot complete a turn in one go and must repeatedly shift gears to complete a U-turn or turn, increasing the driver's operational complexity and the time required for turning. Therefore, how to further reduce the turning radius of vehicles is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, this application aims to provide a vehicle turning-around control method, device, equipment and storage medium to further reduce the turning radius of a dual-motor four-wheel drive electric vehicle.

[0005] A first aspect of this application provides a method for controlling a vehicle to make a U-turn in place, the method comprising:

[0006] When the vehicle enters the U-turn mode, the first driving torque, the second driving torque, and the brake hydraulic pressure value are determined based on the vehicle's steering information and the vehicle's physical parameters.

[0007] The vehicle's outer rear wheel is locked and rotated around the outer rear wheel; the vehicle's outer front wheel and inner front wheel are rotated forward according to the first driving torque, and a braking hydraulic pressure of the same value is applied to the vehicle's inner front wheel; and the vehicle's inner rear wheel is rotated backward according to the second driving torque.

[0008] The inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel are determined based on the vehicle's steering information.

[0009] In one embodiment of this application, the sum of the braking force generated by the braking hydraulic pressure on the inner front wheel and the rolling friction force provided by the ground on the inner front wheel is less than the driving force distributed by the front motor to the inner front wheel.

[0010] In one embodiment of this application, determining a first driving torque and a second driving torque based on vehicle steering information and physical parameters of the vehicle body includes:

[0011] The constraints are determined based on the vehicle's steering information and the vehicle's physical parameters.

[0012] The first driving torque and the second driving torque are determined based on the constraints.

[0013] In one embodiment of this application, the constraint condition is that the direction of the resultant torque of the first driving torque and the second driving torque is a preset direction. The preset direction is perpendicular to the line connecting the center of mass and the center of rotation of the vehicle and biased towards the direction of the front wheel steering of the vehicle. The center of rotation is determined according to the direction of the front wheel steering of the vehicle.

[0014] In one embodiment of this application, the physical parameters of the vehicle body include the rear track of the vehicle, a first distance between the vehicle's center of gravity and the rear axle, a second distance between the center of gravity and the center of rotation, and a first angle between the line connecting the center of gravity and the center of rotation and the direction of the vehicle's wheelbase.

[0015] The constraints are:

[0016]

[0017] F 后 sinβ+2F 前 sinαcosβ-2F 前 cosαsinβ>0

[0018] sinβ=L / (2h)

[0019] cosβ=b / h

[0020] Among them, F 前 F represents the first driving torque. 后 Let L represent the second driving torque, h represent the rear wheel track, b represent the second distance, α represent the front wheel steering angle, and β represent the first included angle.

[0021] In one embodiment of this application, before determining the first driving torque, the second driving torque, and the brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters, the method further includes:

[0022] Determine if the vehicle meets the activation conditions for the U-turn mode;

[0023] If the conditions are met, control the vehicle to enter U-turn mode.

[0024] In one embodiment of this application, the activation conditions include:

[0025] The U-turn mode is turned on, the vehicle speed is less than the first threshold, the gear is forward, the steering wheel angle is greater than the second threshold, the throttle opening is greater than the third threshold, and the motor torque status signal is valid.

[0026] A second aspect of this application provides a vehicle U-turn control device, the device comprising:

[0027] The determination module is used to determine the first driving torque, the second driving torque, and the brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters when the vehicle enters the U-turn mode.

[0028] The control module is used to control the outer rear wheel of the vehicle to lock up and rotate around the outer rear wheel as the center of rotation; to control the outer front wheel and inner front wheel of the vehicle to rotate forward according to the first driving torque, and to apply braking hydraulic pressure of the same value to the inner front wheel of the vehicle; and to control the inner rear wheel of the vehicle to rotate backward according to the second driving torque.

[0029] The inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel are determined based on the vehicle's steering information.

[0030] A third aspect of this application provides an electronic device, comprising: a memory for storing instructions; and a processor for calling the instructions stored in the memory to implement the above-described vehicle turning-around control method.

[0031] A fourth aspect of this application provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the above-described vehicle turning-around control method.

[0032] A fifth aspect of this application provides a computer program product that stores instructions that, when executed by a computer, cause the computer to implement the aforementioned vehicle U-turn control method.

[0033] A sixth aspect of this application provides a chip including at least one processor and an interface;

[0034] An interface is used to provide program instructions or data to at least one processor;

[0035] At least one processor is used to execute program instructions to implement the above-described vehicle turning-around control method.

[0036] A sixth aspect of this application provides a vehicle that includes the electronic equipment described in the third aspect above.

[0037] In summary, this application proposes a vehicle turning-around control method, device, equipment, and medium. The outer rear wheels of the vehicle are locked, and a braking hydraulic pressure is applied to the inner front wheels, causing the outer and inner front wheels to rotate forward. When the inner rear wheels rotate backward, the driving force of the outer front wheels is greater than that of the inner front wheels. This enables the tank to turn around with the outer rear wheels as the rotation center, further reducing the turning radius, effectively reducing the requirements for the site, and improving the turning efficiency. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of a turning scenario in related technologies;

[0039] Figure 2 A flowchart of a vehicle U-turn control method provided in this application embodiment;

[0040] Figure 3 A schematic diagram of a turning scenario provided in an embodiment of this application;

[0041] Figure 4 A schematic diagram illustrating a vehicle turning right, provided as an embodiment of this application;

[0042] Figure 5 A schematic diagram of the force analysis of a whole vehicle provided in an embodiment of this application;

[0043] Figure 6 A schematic diagram of vehicle control logic provided in an embodiment of this application;

[0044] Figure 7 A logic control diagram for vehicle U-turn control provided in this application embodiment;

[0045] Figure 8 An operation flowchart of a vehicle provided in this application embodiment;

[0046] Figure 9 A schematic diagram of a vehicle turning-around control device provided in this application embodiment;

[0047] Figure 10 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0048] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0049] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0050] As mentioned in the background section, how to further reduce the turning radius of a vehicle is a technical problem that urgently needs to be solved by those skilled in the art.

[0051] Specifically, the inventors discovered that the logic for reducing the turning radius in related technologies is based on a bulky low-speed four-wheel drive system or a four-motor drive system for electric vehicles, relying on the transmission system or power system to achieve this, and it is impossible to achieve a tank turn mode on a dual-motor system; moreover, the existing technology has failed to significantly reduce the turning radius (it can only reduce it by about 10%).

[0052] like Figure 1 As shown, the turning center of a traditional car is at the intersection of the center lines of the front and rear wheels. The turning radius is relatively large, and turning around requires a wide space or multiple forward and backward movements, which takes a long time.

[0053] To address the problems in existing technologies, this application proposes a vehicle in-situ turning control method, device, equipment, and medium. It can complete tank turning based on the braking system in conjunction with the front and rear dual-motor power system, filling the gap in new energy dual-motor system vehicle models. It can significantly reduce the turning radius (up to 40% reduction) on roads with relatively low adhesion coefficients and narrow roads, such as grass, snow, ice, gravel roads, and muddy roads, thereby realizing tank turning and solving the problem of vehicles having excessively large turning radii and being unable to turn in extreme situations.

[0054] The following detailed description of this exemplary implementation method is provided in conjunction with the accompanying drawings and embodiments.

[0055] Figure 2 This invention discloses a method for controlling a vehicle to turn around in place, which can be executed by a vehicle control system. The vehicle is a dual-motor four-wheel drive electric vehicle.

[0056] like Figure 2 As shown, the vehicle turning-around control method provided in this application embodiment includes steps S202-S204.

[0057] In S202, when the vehicle enters the U-turn mode, the first driving torque, the second driving torque, and the brake hydraulic pressure value are determined based on the vehicle's steering information and the vehicle's physical parameters.

[0058] Among them, the U-turn mode is a driving mode that is currently equipped in most vehicles. In the U-turn mode, the vehicle can automatically turn around on the spot, thereby improving the driver's driving experience.

[0059] In some implementations, before controlling the vehicle to enter the U-turn mode, it is first determined whether the vehicle meets the activation conditions for the U-turn mode; if so, the vehicle is controlled to enter the U-turn mode.

[0060] Specifically, the activation conditions include:

[0061] The conditions for automatic U-turns are: the U-turn mode switch is on, the vehicle speed is below the first threshold, the gear is in drive, the steering wheel angle is above the second threshold, the throttle opening is above the third threshold, and the motor torque status signal is valid. A valid motor torque status signal indicates that the motor can reliably feed back output torque to the controller. Only under these conditions can the drive torque distributed to each wheel be effectively monitored, which is a prerequisite for automatic U-turns. This improves control precision and effectiveness, ensuring U-turn efficiency and safety.

[0062] For example, determining whether a vehicle meets the activation conditions for U-turn mode includes: when the vehicle is powered on, detecting whether the U-turn function switch is turned on. This switch can be a soft switch on the central control screen in the cockpit or a physical switch in the vehicle. Users can turn on the U-turn function via voice command, manual triggering, or the vehicle's infotainment system can analyze the surrounding environment based on data from onboard sensors and combine this with the vehicle's real-time status (such as speed and gear position) to determine if the driver intends to turn. When the driver's intention to turn is confirmed, the system proactively prompts the driver to activate U-turn mode. For example, a message can pop up on the central control screen asking the driver if they want to enter U-turn mode, or a voice prompt can be used to ask if they want to enter U-turn mode. Upon receiving the driver's response, the U-turn function switch is turned on. This further enhances the vehicle's intelligence and the driver's driving experience. If the U-turn function switch is detected to be turned on, the system further checks whether the vehicle's current speed is less than a first threshold. If so, it checks whether the vehicle is currently in drive. If so, it checks whether the vehicle's current steering wheel angle is greater than a second threshold. If so, it checks whether the vehicle's current throttle opening is greater than a third threshold. If so, it checks whether the motor torque status signal is valid. If valid, the system controls the vehicle to enter U-turn mode. It is understood that the above conditions do not necessarily have a specific order. As long as the U-turn mode switch is turned on, the vehicle speed is less than the first threshold, the gear is drive, the steering wheel angle is greater than the second threshold, the throttle opening is greater than the third threshold, and the motor torque status signal is valid, the vehicle meets the activation conditions for U-turn mode.

[0063] In S204, the outer rear wheel of the vehicle is locked and rotated with the outer rear wheel as the center of rotation; the outer front wheel and inner front wheel of the vehicle are rotated forward according to the first driving torque, and a braking hydraulic pressure of the same value as the braking hydraulic pressure is applied to the inner front wheel of the vehicle; and the inner rear wheel of the vehicle is rotated backward according to the second driving torque.

[0064] The inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel are determined based on the vehicle's steering information. Specifically, when the vehicle turns left, the left front wheel is the inner front wheel, the left rear wheel is the inner rear wheel, the right front wheel is the outer front wheel, and the right rear wheel is the outer rear wheel. When the vehicle turns right, the left front wheel is the outer front wheel, the left rear wheel is the outer rear wheel, the right front wheel is the inner front wheel, and the right rear wheel is the inner rear wheel.

[0065] The purpose of controlling the outer rear wheels of the vehicle to lock is to achieve the minimum turning radius, i.e., to achieve a U-turn on the spot. In some embodiments, controlling the outer rear wheels of the vehicle to lock includes: controlling the calipers of the outer rear wheels to lock the inner front wheels and the outer rear wheels.

[0066] In the above embodiments, different wheels can be controlled by an electric brake controller (IPB, WCBS, MCK1, MCK2, ESC, ESP, ibooster, IDB, etc.), while the VCU controls the rotation direction of the front and rear motors to realize the control logic of the front wheels turning forward and the rear wheels turning backward.

[0067] In the above embodiments, braking hydraulic pressure of a value equal to the braking hydraulic pressure is applied to the inner front wheel of the vehicle. The vehicle in this embodiment is a dual-motor vehicle, including front and rear motors. In this embodiment, applying intermittent braking hydraulic pressure to the inner front wheel enables the driving force of the outer front wheel to be greater than that of the inner front wheel.

[0068] In this embodiment of the present disclosure, the brake hydraulic pressure value can be calibrated according to the following two rules to ensure that the vehicle remains stable when turning:

[0069] 1. The torque distributed to the outer front wheel is sufficient to generate lateral acceleration, so the torque needs to be transferred to the outer front wheel by braking the inner front wheel.

[0070] 2. The sum of the braking force generated by the hydraulic braking of the inner front wheel and the rolling friction force provided by the ground to the inner front wheel should be less than the driving force distributed from the front motor to the inner front wheel, that is, to ensure that the inner front wheel can rotate.

[0071] In some embodiments, when controlling the rotation of the vehicle wheels to make a U-turn, the front motor controls the front wheels to turn forward, and the rear motor controls the rear wheels to turn backward.

[0072] In this embodiment, the vehicle is a dual-motor four-wheel drive electric vehicle. Therefore, by cooperating with the two motors and the first and second braking forces mentioned above, the two front wheels can turn forward, the outer rear wheel can brake, and the inner rear wheel can turn backward. This allows the outer rear wheel to be used as the wheel steering center, which can effectively reduce the requirements for the site and improve the turning efficiency.

[0073] In some implementations, determining the first driving torque and the second driving torque based on the vehicle's front wheel steering angle and the vehicle's physical parameters includes: determining constraints based on the vehicle's front wheel steering angle and the vehicle's physical parameters; and determining the first driving torque and the second driving torque based on the constraints.

[0074] The constraint condition is that the direction of the resultant torque of the first driving torque (twice the value of the second driving torque) is a preset direction. This preset direction is perpendicular to the line connecting the vehicle's center of mass and the center of rotation, and is biased towards the direction of the vehicle's front wheel steering. The center of rotation is determined based on the vehicle's front wheel steering angle. If the vehicle's front wheel steering angle is to the left, the center of rotation is the location of the right rear wheel on the ground. In this U-turn scenario, the right rear wheel is locked. Similarly, if the vehicle's front wheel steering angle is to the right, the center of rotation is the location of the left rear wheel on the ground.

[0075] The physical parameters of the vehicle body include the rear track of the vehicle, the first distance between the vehicle's center of gravity and the rear axle, the second distance between the center of gravity and the center of rotation, and the first angle between the line connecting the center of gravity and the center of rotation and the direction of the vehicle's wheelbase.

[0076] Specifically, the constraints are as follows:

[0077]

[0078] F 后 sinβ+2F 前 sinαcosβ-2F 前 cosαsinβ>0 (2)

[0079] sinβ=L / (2h) (3)

[0080] cosβ=b / h (4)

[0081] Among them, F 前 F represents the first driving torque. 后 Let L represent the second driving torque, h represent the rear wheel track, b represent the second distance, α represent the front wheel steering angle, and β represent the first included angle.

[0082] Figure 3 The diagram illustrates a scenario where a vehicle is turning, such as... Figure 3 As shown, the vehicle achieves a U-turn by turning left using the solution of this embodiment of the disclosure. The vehicle includes four wheels, namely, a left front wheel 301, a right front wheel 302, a left rear wheel 303, and a right rear wheel 304.

[0083] When making a U-turn, a braking hydraulic pressure is applied to the left front wheel 301 to lock the right rear wheel 304. Then, the left front wheel 301 and the right front wheel 302 are turned forward by the front motor, and the left rear wheel 303 is turned backward by the rear motor. This allows the left rear wheel 303 to be used as the vehicle's steering center, which can effectively reduce the requirements for the site and improve the efficiency of U-turns.

[0084] This application enables tank turning using a braking system in conjunction with a dual-motor power system, filling a gap in new energy dual-motor vehicle models. It allows for a significant reduction in turning radius (up to 40%) on surfaces with relatively low coefficients of friction, such as grass, snow, ice, gravel, and mud, where roads are narrow. Furthermore, with a sufficiently large drive motor, this function can also be achieved on surfaces with high coefficients of friction.

[0085] Figure 4 This is a schematic diagram of a vehicle turning right. α represents the wheel angle, corresponding to the steering wheel angle; β is the wheelbase, a parameter related to the angle between the line connecting the vehicle's center of mass and center of rotation and the vehicle's centerline; and F is the force enabling the vehicle to turn. The direction of the force is perpendicular to the line connecting the center of mass and center of rotation. If the resultant force is only in the direction of F, a U-turn can be achieved.

[0086] When a vehicle attempts to turn right to make a U-turn, a forward force is applied to the front wheels (front wheels turn forward), a backward force is applied to the right rear wheel (inner rear wheel) (right rear wheel turns backward), and a locking force is applied to the left rear wheel to prevent it from turning. If the vehicle attempts to turn left to make a U-turn, the front wheels are controlled to turn forward, the left rear wheel to turn backward, and the right rear wheel to lock.

[0087] Based on the overall vehicle stress conditions Figure 5 A schematic diagram of the force analysis of the entire vehicle is shown. Assuming the vehicle is turning right and making a U-turn, 2F... 前 For the resultant force of the two front wheels, F 后 The force generated by the right rear wheel can be decomposed into two forces: one along the line connecting the center of mass and the center of rotation, and the other perpendicular to this line. The force along the line connecting the center of mass and the center of rotation will propel the vehicle forward; the resultant force in this direction should ideally be zero. The force perpendicular to this line is the driving force that causes the front wheels to turn; this force should ideally be greater than zero. In summary:

[0088] 2F 前 cosαcosβ+2F 前 sinαsinβ-F 后 cosβ=0 (5)

[0089] That is, the torque distribution between the front and rear wheels must satisfy the above two equations. Based on the above two equations, the torque distribution ratio between the front and rear wheels can be obtained, i.e., the above formula (1).

[0090] The distance h from the center of mass to the center of rotation is:

[0091]

[0092] Furthermore, we can obtain formulas (3) and (4) above.

[0093] Figure 6 This diagram illustrates a control logic according to an embodiment of the present disclosure, such as... Figure 6 As shown, the control logic includes a signal collection layer, a decision control layer, and an execution layer.

[0094] The decision control layer makes decisions based on the signals collected by the signal collection layer, and then the execution layer implements the turning and U-turn.

[0095] The signals transmitted from the signal collection layer to the decision control layer include the tank turn-around switch signal (also known as the vehicle turn-around signal), the accelerator pedal opening degree (also known as the accelerator pedal signal), the steering wheel angle signal, the gear signal (also known as the gear information), the brake pedal signal, the wheel speed signal (also known as the wheel speed information), and the Yaw-G signal.

[0096] The tank turning support system at the decision control layer acquires the above signals, then calculates the tank turning torque requirement and the tank turning braking torque requirement, and transmits them to the VCU. Based on the tank turning torque requirement and the tank turning braking torque requirement, the VCU determines the front / rear wheel torque requirement, the rear wheel rotation direction requirement, and the braking torque requirement, and then controls the brakes and two drive motors to execute the turning task through control signals.

[0097] Figure 7 This diagram illustrates the logic control diagram for vehicle U-turn control in an embodiment of this disclosure. Figure 8 A flowchart illustrating the operation of a vehicle in an embodiment of this disclosure is shown.

[0098] like Figure 7 and Figure 8 As shown, after the tank turn switch (either hard wire or soft switch) is activated, with the gear in D and the steering wheel turned fully, the brake system controller sends a command to the motor to control the front wheels to turn forward and the rear wheels to turn backward. At the same time, the brake system provides appropriate hydraulic pressure (which needs to be calibrated) to the inner front wheel, locking the outer rear wheel, thereby reducing the vehicle's turning radius. The principle is the same when in R gear.

[0099] The specific steps are as follows:

[0100] When the tank turn function is activated, the steering wheel angle is greater than σ1 (calibrated value), the gear is in D or R, and the function is in standby mode.

[0101] The function is activated when the accelerator pedal opening is greater than 0%.

[0102] The electric braking system, based on its calibration values, determines the required torque and output braking pressure for the front and rear drive motors, and the turning operation begins.

[0103] When the driver releases the accelerator pedal, or the steering wheel angle is less than σ2, or the gear position is in N / P, or the brake pedal is pressed, the turn is completed and the function is paused.

[0104] Turn off the tank turn switch; the function is disabled.

[0105] This application uses an electric brake controller to control the brake and a VCU to control the direction of motor movement, so as to use the outer rear wheel as the turning center, which can significantly reduce the turning radius. According to actual measurements, the normal turning radius of a vehicle is about 11.5m, and the solution of this application can reduce it to about 6.9m. At the same time, a 360° turn can be completed within 12 seconds, and a 180° turn can be controlled within 10 seconds.

[0106] In embodiments of this disclosure, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0107] In this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0108] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result.

[0109] In some embodiments, certain steps may be omitted, multiple steps may be combined into one step for execution, and / or one step may be broken down into multiple steps for execution.

[0110] Based on the same inventive concept, this application also provides a vehicle turning-around control device, applied to a dual-motor four-wheel drive electric vehicle, such as... Figure 9 As shown, the vehicle turning-around control device 900 includes a determination module 902 and a control module 904.

[0111] The determination module 902 is used to determine the first driving torque, the second driving torque, and the brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters when the vehicle enters the U-turn mode.

[0112] The control module 904 is used to control the outer rear wheel of the vehicle to lock up and rotate the outer rear wheel as the center of rotation; control the outer front wheel and inner front wheel of the vehicle to rotate forward according to the first driving torque, apply braking hydraulic pressure of the same value to the inner front wheel of the vehicle, and control the inner rear wheel of the vehicle to rotate backward according to the second driving torque.

[0113] The inner front wheel, outer front wheel, inner rear wheel, and outer rear wheel are determined based on the vehicle's steering information.

[0114] In some embodiments, the sum of the braking force generated by the braking hydraulic pressure on the inner front wheel and the rolling friction force provided by the ground on the inner front wheel is less than the driving force distributed by the front motor to the inner front wheel.

[0115] In some embodiments, the determining module 902 is used to determine constraints based on the vehicle's steering information and the physical parameters of the vehicle body; and to determine a first driving torque and a second driving torque based on the constraints.

[0116] In some embodiments, the constraint condition is that the direction of the resultant torque of twice the first driving torque and the second driving torque is a preset direction. The preset direction is perpendicular to the line connecting the center of mass and the center of rotation of the vehicle and biased towards the direction of the front wheel steering of the vehicle. The center of rotation is determined according to the direction of the front wheel steering of the vehicle.

[0117] In some embodiments, if the front wheels of the vehicle are turning to the left, the center of rotation is the location of the right rear wheel on the ground; if the front wheels of the vehicle are turning to the right, the center of rotation is the location of the left rear wheel on the ground.

[0118] In some embodiments, the physical parameters of the vehicle body include the rear track of the vehicle, a first distance between the vehicle's center of gravity and the rear axle, a second distance between the center of gravity and the center of rotation, and a first angle between the line connecting the center of gravity and the center of rotation and the direction of the vehicle's wheelbase.

[0119] The constraints are the above formulas (1), (2), (3) and (4).

[0120] In some embodiments, the vehicle turning-around control device 900 may further include a turning-around judgment module.

[0121] The U-turn determination module is used to determine whether the vehicle meets the activation conditions for the U-turn mode; if so, it controls the vehicle to enter the U-turn mode.

[0122] In some embodiments, the activation conditions include: the U-turn mode switch is turned on, the vehicle speed is less than a first threshold, the gear is forward, the steering wheel angle is greater than a second threshold, the throttle opening is greater than a third threshold, and the motor torque status signal is valid.

[0123] The concepts of "first" and "second" mentioned in this application are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0124] Regarding the vehicle turning-around control device in the above embodiments, the specific methods by which each module performs its operation have been described in detail in the embodiments related to the vehicle turning-around control method, and will not be elaborated here.

[0125] It should be noted that although several modules or units of the device used for action execution are mentioned in the detailed description above, this division is not mandatory.

[0126] In fact, according to the embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided into multiple modules or units for embodiment.

[0127] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0128] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Figure 10 As shown, the electronic device 1000 includes one or more processors 1001 and memory 1002.

[0129] The processor 1001 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 1000 to perform desired functions.

[0130] The memory 1002 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 1001 may execute the program instructions to implement the vehicle turning-around control method of any embodiment of the present invention described above, and / or other desired functions. Various contents such as initial external parameters and thresholds may also be stored in the computer-readable storage medium.

[0131] In one example, the electronic device 1000 may further include an input device 1003 and an output device 1004, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 1003 may include, for example, a keyboard, a mouse, etc. The output device 1004 may output various information to the outside, including warning messages, braking force, etc. The output device 1004 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0132] Of course, for the sake of simplicity, Figure 10 Only some of the components of the electronic device 1000 relevant to the present invention are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 1000 may include any other suitable components depending on the specific application.

[0133] In addition to the methods and devices described above, embodiments of the present invention may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the vehicle turn-around control method provided in any embodiment of the present invention.

[0134] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of the present invention. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0135] Furthermore, embodiments of the present invention may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps of the vehicle turn-around control method provided in any embodiment of the present invention.

[0136] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0137] This application also provides a chip including at least one processor and an interface.

[0138] An interface is used to provide program instructions or data to at least one processor.

[0139] At least one processor is used to execute program instructions to implement the vehicle turning-around control method described in the above method embodiments.

[0140] In some embodiments, the chip may further include a memory for storing program instructions and data, the memory being located within or outside the processor.

[0141] This application also provides a vehicle, including the electronic equipment provided in this application embodiment.

[0142] It should be noted that the terminology used in this invention is for describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0143] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention 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 the present invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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. For those skilled in the art, the specific meaning of the above terms in the present invention can be understood according to the specific circumstances.

[0144] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling a vehicle to turn around in place, characterized in that, The method includes: When the vehicle enters the U-turn mode, the first driving torque, the second driving torque, and the brake hydraulic pressure value are determined based on the vehicle's steering information and the vehicle's physical parameters. This includes: determining constraint conditions based on the vehicle's steering information and the vehicle's physical parameters; determining the first driving torque and the second driving torque based on the constraint conditions; the constraint condition is that the direction of the resultant torque of twice the first driving torque and the second driving torque is a preset direction, which is perpendicular to the line connecting the vehicle's center of mass and the center of rotation and biased towards the direction of the vehicle's front wheel steering. The center of rotation is determined based on the direction of the vehicle's front wheel steering. The vehicle's outer rear wheel is locked and rotated around the outer rear wheel as the center of rotation; the vehicle's outer front wheel and inner front wheel are rotated forward according to the first driving torque, and the vehicle's inner front wheel is subjected to braking hydraulic pressure of the specified value; and the vehicle's inner rear wheel is rotated backward according to the second driving torque. The inner front wheel, the outer front wheel, the inner rear wheel, and the outer rear wheel are determined based on the vehicle's steering information. The physical parameters of the vehicle body include the rear wheel track of the vehicle, the first distance between the center of gravity of the vehicle and the rear axle, the second distance between the center of gravity and the center of rotation, and the first angle between the line connecting the center of gravity and the center of rotation and the direction of the vehicle wheel track. The specific constraints are as follows: F 后 sinβ+2F 前 sinαcosβ-2F 前 cosαsinβ>0 sinβ = L / (2h) cosβ=b / h Among them, F 前 F represents the first driving torque. 后 The second driving torque is represented by L, the rear wheel track is represented by h, the second distance is represented by b, the first distance is represented by α, the front wheel steering angle of the vehicle is represented by β, and the first included angle is represented by α. The brake hydraulic pressure value is calibrated according to the following rule: the torque distributed to the outer front wheel can generate lateral acceleration, and the torque is transferred to the outer side by braking the inner front wheel; The sum of the braking force generated by the hydraulic pressure of the inner front wheel and the rolling friction force provided by the ground to the inner front wheel is less than the driving force distributed from the front motor to the inner front wheel.

2. The vehicle turning-around control method according to claim 1, characterized in that, Before determining the first driving torque, the second driving torque, and the brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters, the method further includes: Determine whether the vehicle meets the activation conditions for the U-turn mode; If the conditions are met, control the vehicle to enter U-turn mode.

3. The vehicle turning-around control method according to claim 2, characterized in that, The activation conditions include: The U-turn mode is turned on, the vehicle speed is less than the first threshold, the gear is forward, the steering wheel angle is greater than the second threshold, the throttle opening is greater than the third threshold, and the motor torque status signal is valid.

4. A vehicle turning-around control device, characterized in that, The device includes: The determination module is used to determine a first driving torque, a second driving torque, and a brake hydraulic pressure value based on the vehicle's steering information and the vehicle's physical parameters when the vehicle enters a U-turn mode. This includes: determining constraint conditions based on the vehicle's steering information and the vehicle's physical parameters; determining the first driving torque and the second driving torque based on the constraint conditions; the constraint condition is that the direction of the resultant torque of twice the first driving torque and the second driving torque is a preset direction, which is perpendicular to the line connecting the vehicle's center of mass and the center of rotation and biased towards the direction of the vehicle's front wheel steering. The center of rotation is determined based on the direction of the vehicle's front wheel steering. The control module is used to control the outer rear wheel of the vehicle to lock up and rotate around the outer rear wheel as the center of rotation; to control the outer front wheel and inner front wheel of the vehicle to rotate forward according to the first driving torque, and to apply the braking hydraulic pressure of the inner front wheel of the vehicle to the braking hydraulic pressure value; and to control the inner rear wheel of the vehicle to rotate backward according to the second driving torque. The inner front wheel, the outer front wheel, the inner rear wheel, and the outer rear wheel are determined based on the vehicle's steering information. The physical parameters of the vehicle body include the rear wheel track of the vehicle, the first distance between the center of gravity of the vehicle and the rear axle, the second distance between the center of gravity and the center of rotation, and the first angle between the line connecting the center of gravity and the center of rotation and the direction of the vehicle wheel track. The specific constraints are as follows: F 后 sinβ+2F 前 sinαcosβ-2F 前 cosαsinβ>0 sinβ = L / (2h) cosβ=b / h Among them, F 前 F represents the first driving torque. 后 The second driving torque is represented by L, the rear wheel track is represented by h, the second distance is represented by b, the first distance is represented by α, the front wheel steering angle of the vehicle is represented by β, and the first included angle is represented by α. The brake hydraulic pressure value is calibrated according to the following rule: the torque distributed to the outer front wheel can generate lateral acceleration, and the torque is transferred to the outer side by braking the inner front wheel; The sum of the braking force generated by the hydraulic pressure of the inner front wheel and the rolling friction force provided by the ground to the inner front wheel is less than the driving force distributed from the front motor to the inner front wheel.

5. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the vehicle turning-around control method as described in any one of claims 1 to 3 by calling the program or instructions stored in the memory.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the vehicle turn-around control method as described in any one of claims 1 to 3.

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