An all-electromagnetic intelligent angle module driving brake steering integrated control method

Abstract

The application relates to a full-electromagnetic intelligent angle module driving and braking integrated control method. The method comprises the following steps: determining the actual steering angles of each wheel in a vehicle according to the expected steering angles and steering time delays of the wheels; determining the control forces of the wheels according to the actual steering angles, the expected tracking path of the vehicle and a driving and braking model; the control forces comprise driving forces or braking forces; and executing the control forces by full-electromagnetic intelligent angle modules to control the rotation of the wheels so that the vehicle moves along the expected tracking path. The driving forces or braking forces of the wheels are calculated according to the expected steering angles, the steering time delays and the driving and braking model of each wheel in the vehicle, so that the wheels rotate under the corresponding driving and braking forces when the vehicle is steering, and the vehicle moves along the expected tracking path. Therefore, the path tracking deviation caused by the steering delay is compensated by driving and braking control, and the real-time path tracking performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle path tracking technology, and in particular to a fully electromagnetic intelligent corner module drive, braking and steering integrated control method. Background Technology

[0002] Vehicle route tracking refers to a vehicle autonomously traveling along a predetermined route to accurately reach a designated destination.

[0003] In related technologies, before vehicle path tracking, the vehicle's driving trajectory is usually planned first. That is, given the starting point and the destination, an optimal driving path is calculated by an algorithm, and the vehicle's driving is guided by this path.

[0004] However, the related technologies suffer from steering delay issues when performing vehicle path tracking, which affects the real-time path tracking performance of the vehicle. Summary of the Invention

[0005] Therefore, it is necessary to provide a fully electromagnetic intelligent angle module drive, braking and steering integrated control method to address the above-mentioned technical problems. This method can compensate for path tracking deviation caused by steering delay and improve the real-time path tracking performance of the vehicle.

[0006] In a first aspect, this application provides a fully electromagnetic intelligent angle module drive, braking, and steering integrated control method, including:

[0007] The actual steering angle of each wheel is determined based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0008] Based on the actual steering angles, the vehicle's desired tracking path, and the drive-braking model, determine the control force for each wheel; the control force includes driving force or braking force.

[0009] The vehicle uses a fully electromagnetic intelligent corner module to execute various control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path.

[0010] In one embodiment, the control force of each wheel is determined based on the actual steering angle, the vehicle's desired tracking path, and the drive braking model, including:

[0011] Based on each actual steering angle, the vehicle's predicted tracking path is determined using the vehicle's vehicle dynamics model.

[0012] Determine the deviation error between the predicted tracking path and the desired tracking path;

[0013] Based on the deviation error and the driving braking model, the control force of each wheel is determined.

[0014] In one embodiment, the control force of each wheel is determined based on the deviation error and the drive braking model, including:

[0015] Obtain the actuator constraints and control cost function under deviation error of the vehicle;

[0016] Under actuator constraints and with the goal of minimizing the control cost function, the control force of each wheel is determined based on the deviation error and the drive braking model.

[0017] In one embodiment, the actual steering angle of each wheel is determined based on the expected steering angle and steering delay of each wheel in the vehicle, including:

[0018] Obtain the first state parameters of the vehicle and the second state parameters of each wheel;

[0019] The actual steering angle of each wheel is determined based on the first state parameter, the second state parameter, the expected steering angle of each wheel in the vehicle, and the steering time delay.

[0020] In one embodiment, the method further includes:

[0021] Obtain the vehicle's third state parameters;

[0022] Based on the desired tracking path and the third state parameter, the desired steering angle of each wheel is determined.

[0023] In one embodiment, the desired steering angle of each wheel is determined based on the desired tracking path and a third state parameter, including:

[0024] Obtain the angular constraints for the desired steering angle, the cost function for steering control, and the vehicle dynamics model;

[0025] Under angle constraints and with the goal of minimizing the cost function, the desired steering angle of each wheel is determined based on the desired tracking path, the third state parameter, and the vehicle dynamics model.

[0026] Secondly, this application also provides a fully electromagnetic intelligent angle module drive, braking, and steering integrated control device, comprising:

[0027] The first determining module is used to determine the actual steering angle of each wheel based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0028] The second determining module is used to determine the control force of each wheel based on the actual steering angle, the vehicle's desired tracking path, and the drive and braking model; the control force includes driving force or braking force.

[0029] The vehicle control module is used to execute various control forces through the fully electromagnetic intelligent corner module to control the rotation of each wheel, so that the vehicle moves according to the desired tracking path.

[0030] Thirdly, embodiments of this application also provide a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps in any of the embodiments of the first aspect described above.

[0031] Fourthly, embodiments of this application also provide a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the steps in any of the embodiments of the first aspect described above.

[0032] Fifthly, embodiments of this application also provide a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps in any of the embodiments of the first aspect described above.

[0033] The aforementioned all-electromagnetic intelligent angle module integrated drive, braking, and steering control method determines the actual steering angle of each wheel based on its desired steering angle and steering delay. Then, based on these actual steering angles, the vehicle's desired tracking path, and the drive-braking model, it determines the control force for each wheel, which includes driving or braking force. Finally, the all-electromagnetic intelligent angle module executes these control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path. This method calculates the driving or braking force of each wheel based on its desired steering angle, steering delay, and drive-braking model. When the vehicle turns, each wheel rotates under its corresponding driving and braking force, allowing the vehicle to move along the desired tracking path. This achieves path tracking deviation compensation caused by steering delay through drive-braking control, improving the vehicle's real-time path tracking performance. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is an internal structural diagram of a computer device in one embodiment;

[0036] Figure 2 This is a flowchart illustrating an integrated control method for fully electromagnetic intelligent corner module drive, braking, and steering in one embodiment.

[0037] Figure 3 This is a flowchart illustrating the process of determining control force in one embodiment;

[0038] Figure 4 This is a schematic diagram of a vehicle dynamics model in one embodiment;

[0039] Figure 5 This is a flowchart illustrating the process of determining the control force in another embodiment;

[0040] Figure 6 This is a flowchart illustrating the process of determining the actual steering angle in one embodiment;

[0041] Figure 7 This is a flowchart illustrating the process of determining the desired steering angle in one embodiment;

[0042] Figure 8 This is a flowchart illustrating the process of determining the desired steering angle in another embodiment;

[0043] Figure 9 This is a flowchart illustrating the integrated control method for fully electromagnetic intelligent corner module drive, braking, and steering in another embodiment.

[0044] Figure 10 This is a schematic diagram of the structure of an integrated electromagnetic intelligent corner module drive, braking, and steering control device in one embodiment. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0046] The all-electromagnetic intelligent angle module drive, braking, and steering integrated control method provided in this application embodiment can be applied to computer equipment. This computer equipment can be a controller for an autonomous vehicle, and its internal structure diagram can be as follows: Figure 1As shown. The computer device includes a processor, memory, input / output interface (I / O), and communication interface. The processor, memory, and I / O interface are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The database stores data. The I / O interface allows the processor to exchange information with external devices. The communication interface allows communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a fully electromagnetic intelligent angle module drive, braking, and steering integrated control method. Those skilled in the art will understand that... Figure 1 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0047] Vehicle path tracking is a crucial technology for achieving autonomous driving and has been extensively studied. Vehicle path tracking refers to the autonomous driving of a vehicle along a predetermined path to accurately reach a designated destination.

[0048] Vehicle path planning is a prerequisite for vehicle path tracking. Before performing vehicle path tracking, the vehicle's trajectory is usually planned first. That is, given a starting point and a destination, an optimal driving path is calculated by an algorithm, and this path is used to guide the vehicle's movement.

[0049] In related technologies, vehicle steering delay exists during vehicle path tracking, making it difficult to guarantee real-time path tracking performance. The applicant has discovered that distributed electric drive vehicles possess independent steering, driving, and braking capabilities at each wheel, showing significant potential for improving vehicle control performance. Therefore, it is possible to consider utilizing the drive and braking control within distributed electric drive technology to compensate for path tracking deviations caused by steering angle delays, thereby enhancing the vehicle's path tracking capability.

[0050] Based on this, this application proposes a fully electromagnetic intelligent angle module integrated control method for drive, braking and steering. By calculating the desired steering angle, steering delay and drive braking model of each wheel in the vehicle, the driving force or braking force of each wheel is calculated. When the vehicle is turning, each wheel rotates under its corresponding driving and braking force so that the vehicle moves according to the desired tracking path. In this way, the path tracking deviation caused by steering delay is compensated by drive braking control, thereby improving the real-time path tracking performance of the vehicle.

[0051] It should be noted that the beneficial effects or technical problems solved by the embodiments of this application are not limited to this one, but may also be other implicit or related problems. For details, please refer to the description of the embodiments below.

[0052] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0053] In one exemplary embodiment, such as Figure 2 As shown, a fully electromagnetic intelligent angle module drive, braking, and steering integrated control method is provided. Taking the application of this method to computer equipment as an example, the method includes the following steps 201 to 203. Wherein:

[0054] S201, determine the actual steering angle of each wheel based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0055] The desired steering angle refers to the steering angle of each wheel under the pre-planned path. The actual steering angle refers to the steering angle obtained by adding the steering delay to the desired steering angle.

[0056] Optionally, the desired steering angle can be obtained from the vehicle's desired tracking path. In one implementation, a database stores a mapping relationship between desired tracking paths and desired steering angles. Based on the vehicle's desired tracking path, the desired steering angle corresponding to the desired tracking path can be obtained from the above mapping relationship to obtain the desired steering angle of each wheel in the vehicle.

[0057] The steering delay for each wheel can be obtained based on each desired steering angle. Different desired steering angles have corresponding steering delays, and the steering delay of each wheel at its desired steering angle can be obtained based on the desired steering angle of each wheel.

[0058] For example, after obtaining the desired steering angle and steering delay for each wheel, the actual steering angle can be determined based on the relationship between the desired steering angle and the actual steering angle. For example, the relationship between the desired steering angle and the actual steering angle can be expressed by the following formula (1).

[0059] (1)

[0060] in, This is the actual steering angle; The current moment; For turning delay; The desired steering angle.

[0061] S202 determines the control force of each wheel based on the actual steering angle, the vehicle's desired tracking path, and the driving braking model.

[0062] Control force includes driving force or braking force.

[0063] The drive braking model includes parameters corresponding to the control forces that need to be calculated. To determine the control forces of each wheel through the drive braking model, it is necessary to determine the required parameter values ​​in the drive braking model based on the actual steering angles and the vehicle's desired tracking path. Then, by substituting the determined parameter values ​​into the drive braking model, the control forces of each wheel can be obtained.

[0064] For example, an intermediate value can be determined based on each actual steering angle and the vehicle's desired tracking path, and then this intermediate value can be input into the drive braking model to obtain the control force of each wheel.

[0065] S203 executes various control forces through a fully electromagnetic intelligent corner module to control the rotation of each wheel, so that the vehicle moves according to the desired tracking path.

[0066] After calculating the control force of each wheel, the fully electromagnetic intelligent corner module can be used to control each wheel to rotate with the corresponding control force, so that the vehicle can move according to the desired tracking path.

[0067] The all-electromagnetic intelligent angle module integrated drive, braking, and steering control method provided in this application determines the actual steering angle of each wheel based on the desired steering angle and steering delay of each wheel in the vehicle. Then, based on the actual steering angles, the vehicle's desired tracking path, and the drive-braking model, the control force of each wheel is determined. This control force includes either driving force or braking force. Finally, the all-electromagnetic intelligent angle module executes these control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path. This method calculates the driving force or braking force of each wheel based on its desired steering angle, steering delay, and drive-braking model. When the vehicle turns, each wheel rotates under its corresponding driving and braking force, allowing the vehicle to move along the desired tracking path. This achieves path tracking deviation compensation caused by steering delay through drive-braking control, improving the vehicle's real-time path tracking performance.

[0068] Based on the actual steering angle of each wheel, the tracking path at that actual steering angle can be predicted. The deviation between the predicted tracking path and the desired tracking path can then be used as the control target of the drive braking model to calculate the control force of each wheel. Based on this, the following embodiment explains how to determine the control force of each wheel.

[0069] In one exemplary embodiment, such as Figure 3 As shown, based on the actual steering angles, the vehicle's desired tracking path, and the drive braking model, the control force of each wheel is determined, including:

[0070] S301 determines the vehicle's predicted tracking path based on the actual steering angles using the vehicle's dynamics model.

[0071] like Figure 4 The figure shown is a schematic diagram of the vehicle dynamics model, and the vehicle dynamics model can be represented by the following formulas (2)-(4).

[0072] (2)

[0073] (3)

[0074] (4)

[0075] in, For quality; The longitudinal speed of the vehicle; The vehicle's yaw angle; , , and This refers to the lateral force on the wheel; This refers to the lateral displacement of the vehicle. It is the moment of inertia; This is the distance from the front axle of the vehicle to the vehicle's center of gravity. This is the distance from the rear axle of the vehicle to the vehicle's center of gravity. This is the distance from the vehicle's center of gravity to the side of the vehicle. For vehicle tire lateral stiffness; , , and This refers to the tire slip angle of the vehicle. , , and This refers to the steering angle of the wheel.

[0076] Formulas (2)-(4) can also be simplified to obtain formula (5).

[0077] (5)

[0078] in, , For state variables; The state matrix; The input matrix is ​​denoted as .

[0079] For example, the actual steering angle of each wheel can be input into the vehicle dynamics model mentioned above to obtain the predicted tracking path of the vehicle.

[0080] S302, determine the deviation error between the predicted tracking path and the desired tracking path.

[0081] The expected tracking path and the predicted tracking path can be represented by the following formulas (6) and (7), respectively.

[0082] (6)

[0083] (7)

[0084] in, and The coordinates of the planning point; The vehicle's heading angle. One trajectory can be grouped into multiple groups; and The predicted coordinates of the vehicle's position; This is the predicted heading angle of the vehicle.

[0085] For example, the desired tracking path can be obtained directly. Based on the predicted tracking path determined above, the difference between the predicted tracking path and the desired tracking path is determined as the deviation error.

[0086] For example, the deviation error between the predicted tracking path and the desired tracking path can be determined according to the following formula (8).

[0087] (8)

[0088] in, and This represents the vehicle's coordinate error. This represents the vehicle's heading angle error.

[0089] S303 determines the control force of each wheel based on the deviation error and the drive braking model.

[0090] By using the deviation error between the predicted tracking path and the desired tracking path as the control target of the drive braking model, the control force of each wheel can be obtained.

[0091] In one embodiment, such as Figure 5 As shown, based on the deviation error and the drive-brake model, the control force of each wheel is determined, including:

[0092] S401, obtain the actuator constraints and control cost function under deviation error of the vehicle.

[0093] The actuator constraints and control cost functions under deviation error of the vehicle can be expressed by the following formulas (9) and (10), respectively.

[0094] (9)

[0095] (10)

[0096] in, , , , and For the control force of each wheel; For path tracking error, , , and This represents the current actual location of the vehicle. and This is the deviation error; and A weighting coefficient matrix set manually.

[0097] S402, under actuator constraints and with the goal of minimizing the calculation result of the control cost function, determines the control force of each wheel based on the deviation error and the drive braking model.

[0098] The driving braking model can be represented by the following formulas (11)-(15).

[0099] (11)

[0100] (12)

[0101] (13)

[0102] (14)

[0103] (15)

[0104] in, The inertia matrix; The longitudinal resultant force of the vehicle; The lateral resultant force of the vehicle; This is the torque perpendicular to the vehicle body; This is the state vector.

[0105] The driving and braking model can also be simplified to obtain the following formula (16).

[0106] (16)

[0107] in, It is a state variable; The state matrix; The input matrix is ​​denoted as .

[0108] For example, under the actuator constraints of the vehicle, the control force of each wheel can be solved by minimizing the control cost function based on the deviation error and the drive braking model.

[0109] The all-electromagnetic intelligent angle module integrated drive, braking, and steering control method provided in this application determines the vehicle's predicted tracking path based on each actual steering angle using the vehicle's dynamics model. This leads to the determination of the deviation error between the predicted and desired tracking paths. Finally, based on the deviation error and the drive and braking model, the control force of each wheel is determined. This method provides an optional approach for quickly determining the control force of each wheel. The predicted tracking path at each actual steering angle can be determined, and the deviation between the predicted and desired tracking paths is used as the control target of the drive and braking model to solve for the control force of each wheel.

[0110] The actual steering angle of each wheel needs to be calculated based on the vehicle and wheel state parameters. Therefore, the following example illustrates how to determine the actual steering angle of each wheel.

[0111] In one exemplary embodiment, such as Figure 6 As shown, based on the desired steering angle and steering time delay of each wheel in the vehicle, the actual steering angle of each wheel is determined, including:

[0112] S501, obtain the first state parameters of the vehicle and the second state parameters of each wheel.

[0113] The first state parameter may include vehicle damping, etc. The second state parameter may include steering torque, etc.

[0114] For example, the state parameters of the vehicle and wheels can be pre-stored in a database, and when needed, the required first state parameters and second state parameters can be retrieved from the database.

[0115] S502, based on the first state parameter, the second state parameter, the expected steering angle of each wheel in the vehicle, and the steering time delay, determine the actual steering angle of each wheel.

[0116] For example, the actual steering angle of each wheel can be obtained by substituting the first state parameter, the second state parameter, the desired steering angle, and the steering delay into the calculation formula that determines the actual steering angle.

[0117] The all-electromagnetic intelligent angle module drive-braking-steering integrated control method provided in this application obtains the first state parameters of the vehicle and the second state parameters of each wheel, and then determines the actual steering angle of each wheel based on the first state parameters, the second state parameters, the desired steering angle of each wheel in the vehicle, and the steering time delay. This method, by combining the state parameters of the vehicle and the wheels to determine the actual steering angle of each wheel, provides data support for subsequently determining the control force of each wheel.

[0118] The desired steering angle of each wheel is obtained based on the vehicle's desired tracking path and state parameters. Therefore, the following embodiment explains how to determine the desired steering angle of each wheel.

[0119] In one exemplary embodiment, such as Figure 7 As shown, the method also includes:

[0120] S601, obtain the vehicle's third state parameters.

[0121] The third state parameter may include moment of inertia, mass, vehicle longitudinal velocity, vehicle lateral displacement, and vehicle yaw angle.

[0122] S602 determines the desired steering angle of each wheel based on the desired tracking path and the third state parameter.

[0123] When determining the desired steering angle of each wheel, the third state parameter needs to be substituted into the vehicle dynamics model for calculation.

[0124] In one exemplary embodiment, such as Figure 8 As shown, based on the desired tracking path and the third state parameter, the desired steering angle of each wheel is determined, including:

[0125] S701, obtain the angular constraints of the desired steering angle, the cost function of steering control, and the vehicle dynamics model.

[0126] The angular constraint of the desired steering angle and the cost function of steering control can be expressed by the following formulas (17) and (18), respectively.

[0127] (17)

[0128] (18)

[0129] in, It is the tracking error between the expected tracking path and the actual vehicle position. ; and A weighting coefficient matrix set manually.

[0130] S702, under angle constraints and with the goal of minimizing the cost function calculation result, determines the desired steering angle of each wheel based on the desired tracking path, the third state parameter, and the vehicle dynamics model.

[0131] For example, under the angular constraint of the desired steering angle, the desired steering angle of each wheel can be solved by minimizing the cost function of steering control based on the desired tracking path, the third state parameter and the vehicle dynamics model.

[0132] The all-electromagnetic intelligent angle module drive-braking-steering integrated control method provided in this application obtains the vehicle's third state parameters, the angle constraint conditions for the desired steering angle, the cost function of steering control, and the vehicle dynamics model. Then, under the angle constraint conditions and with the goal of minimizing the cost function calculation result, the desired steering angle of each wheel is determined based on the desired tracking path, the third state parameters, and the vehicle dynamics model. This method, by determining the desired steering angle of each wheel based on the vehicle's desired path trajectory and in conjunction with the vehicle dynamics model, provides an optional approach for quickly determining the desired steering angle of each wheel.

[0133] In addition, in one exemplary embodiment, this application also provides an optional example of a fully electromagnetic intelligent corner module drive braking and steering integrated control method, such as... Figure 9 As shown, it may include the following steps:

[0134] S801 obtains the vehicle's third state parameters, the angular constraints of the desired steering angle, the cost function of steering control, and the vehicle dynamics model.

[0135] S802, under angle constraints and with the goal of minimizing the cost function calculation result, determines the desired steering angle of each wheel based on the desired tracking path, the third state parameter, and the vehicle dynamics model.

[0136] S803, obtain the first state parameters of the vehicle and the second state parameters of each wheel.

[0137] S804, based on the first state parameter, the second state parameter, the expected steering angle of each wheel in the vehicle, and the steering time delay, determine the actual steering angle of each wheel.

[0138] S805 determines the vehicle's predicted tracking path based on the actual steering angles using the vehicle's dynamics model.

[0139] S806, determine the deviation error between the predicted tracking path and the desired tracking path.

[0140] S807, obtain the actuator constraints and control cost function under deviation error of the vehicle.

[0141] S808 determines the control force of each wheel based on the deviation error and the drive braking model, under actuator constraints and with the goal of minimizing the calculation result of the control cost function.

[0142] The S809 executes various control forces through a fully electromagnetic intelligent corner module to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path.

[0143] The processes S801-S809 described above can be found in the description of the above method embodiments, and their implementation principles and technical effects are similar, so they will not be repeated here.

[0144] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0145] Based on the same inventive concept, this application also provides an integrated electromagnetic intelligent angle module drive, brake, and steering control device for implementing the aforementioned integrated electromagnetic intelligent angle module drive, brake, and steering control method. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more integrated electromagnetic intelligent angle module drive, brake, and steering control embodiments provided below can be found in the above-described limitations of the integrated electromagnetic intelligent angle module drive, brake, and steering control device method, and will not be repeated here.

[0146] In one exemplary embodiment, such as Figure 10 As shown, a fully electromagnetic intelligent angle module drive, braking, and steering integrated control device 1 is provided, comprising: a first determining module 10, a second determining module 20, and a vehicle control module 30, wherein:

[0147] The first determining module 10 is used to determine the actual steering angle of each wheel based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0148] The second determining module 20 is used to determine the control force of each wheel based on the actual steering angle, the vehicle's desired tracking path, and the drive and braking model; the control force includes driving force or braking force.

[0149] The vehicle control module 30 is used to execute various control forces through the fully electromagnetic intelligent corner module to control the rotation of each wheel, so that the vehicle moves according to the desired tracking path.

[0150] In one embodiment, the second determining module 20 is further configured to:

[0151] Based on the actual steering angles, the vehicle's predicted tracking path is determined using the vehicle dynamics model; the deviation error between the predicted tracking path and the desired tracking path is determined; and the control force of each wheel is determined based on the deviation error and the drive braking model.

[0152] In one embodiment, the second determining module 20 is further configured to:

[0153] Obtain the control cost function under the actuator constraints and deviation error of the vehicle; under the actuator constraints and with the goal of minimizing the calculation result of the control cost function, determine the control force of each wheel based on the deviation error and the drive braking model.

[0154] In one embodiment, the first determining module 10 is further configured to:

[0155] Obtain the first state parameters of the vehicle and the second state parameters of each wheel; determine the actual steering angle of each wheel based on the first state parameters, the second state parameters, the expected steering angle of each wheel in the vehicle, and the steering time delay.

[0156] In one embodiment, the aforementioned all-electromagnetic intelligent angle module drive braking and steering integrated control device 1 further includes:

[0157] The parameter acquisition module is used to acquire the vehicle's third state parameters;

[0158] The angle determination module is used to determine the desired steering angle of each wheel based on the desired tracking path and the third state parameter.

[0159] In one embodiment, the angle determination module is further configured to:

[0160] Obtain the angle constraints for the desired steering angle, the cost function for steering control, and the vehicle dynamics model; under the angle constraints and with the goal of minimizing the cost function calculation result, determine the desired steering angle for each wheel based on the desired tracking path, the third state parameter, and the vehicle dynamics model.

[0161] Each module in the aforementioned all-electromagnetic intelligent angle module drive, braking, and steering integrated control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0162] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0163] The actual steering angle of each wheel is determined based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0164] Based on the actual steering angles, the vehicle's desired tracking path, and the drive-braking model, determine the control force for each wheel; the control force includes driving force or braking force.

[0165] The vehicle uses a fully electromagnetic intelligent corner module to execute various control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path.

[0166] The implementation principles and technical effects of each step in the embodiments of this application are similar to those of the above-mentioned integrated control method for all-electromagnetic intelligent angle module drive, braking and steering, and will not be repeated here.

[0167] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0168] The actual steering angle of each wheel is determined based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0169] Based on the actual steering angles, the vehicle's desired tracking path, and the drive-braking model, determine the control force for each wheel; the control force includes driving force or braking force.

[0170] The vehicle uses a fully electromagnetic intelligent corner module to execute various control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path.

[0171] The implementation principles and technical effects of each step in the computer program executed by the processor in this embodiment are similar to those of the above-mentioned integrated control method for all-electromagnetic intelligent angle module drive, braking and steering, and will not be repeated here.

[0172] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps:

[0173] The actual steering angle of each wheel is determined based on the expected steering angle and steering time delay of each wheel in the vehicle.

[0174] Based on the actual steering angles, the vehicle's desired tracking path, and the drive-braking model, determine the control force for each wheel; the control force includes driving force or braking force.

[0175] The vehicle uses a fully electromagnetic intelligent corner module to execute various control forces to control the rotation of each wheel, enabling the vehicle to move along the desired tracking path.

[0176] The implementation principles and technical effects of each step in the computer program executed by the processor in this embodiment are similar to those of the above-mentioned integrated control method for all-electromagnetic intelligent angle module drive, braking and steering, and will not be repeated here.

[0177] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0178] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0179] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0180] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A fully electromagnetic intelligent angle module integrated control method for driving, braking, and steering, characterized in that, The method includes: The actual steering angle of each wheel is determined based on the expected steering angle and steering time delay of each wheel in the vehicle. Based on the actual steering angle, the vehicle's desired tracking path, and the driving and braking model, the control force of each wheel is determined; the control force includes driving force or braking force. The control force is executed by the fully electromagnetic intelligent angle module to control the rotation of each wheel, so that the vehicle moves according to the desired tracking path; The step of determining the control force of each wheel based on the actual steering angle, the vehicle's desired tracking path, and the drive braking model includes: Based on the actual steering angles described, the predicted tracking path of the vehicle is determined using the vehicle dynamics model of the vehicle. Determine the deviation error between the predicted tracking path and the desired tracking path; The control force of each wheel is determined based on the deviation error and the driving braking model.

2. The method according to claim 1, characterized in that, The step of determining the control force of each wheel based on the deviation error and the drive braking model includes: Obtain the actuator constraints of the vehicle and the control cost function under the deviation error; Under the actuator constraints and with the goal of minimizing the calculation result of the control cost function, the control force of each wheel is determined based on the deviation error and the drive braking model.

3. The method according to any one of claims 1-2, characterized in that, The step of determining the actual steering angle of each wheel based on the expected steering angle and steering time delay of each wheel in the vehicle includes: Obtain the first state parameters of the vehicle and the second state parameters of each wheel; The actual steering angle of each wheel is determined based on the first state parameter, the second state parameter, the expected steering angle of each wheel in the vehicle, and the steering delay.

4. The method according to any one of claims 1-2, characterized in that, The method further includes: Obtain the third state parameters of the vehicle; Based on the desired tracking path and the third state parameter, the desired steering angle of each wheel is determined.

5. The method according to claim 4, characterized in that, Determining the desired steering angle of each wheel based on the desired tracking path and the third state parameter includes: Obtain the angular constraints, steering control cost function, and vehicle dynamics model for the desired steering angle; Under the given angle constraints and with the goal of minimizing the cost function, the desired steering angle of each wheel is determined based on the desired tracking path, the third state parameter, and the vehicle dynamics model.

6. A fully electromagnetic intelligent angle module drive, braking, and steering integrated control device, characterized in that, The device includes: The first determining module is used to determine the actual steering angle of each wheel based on the expected steering angle and steering time delay of each wheel in the vehicle. The second determining module is used to determine the control force of each wheel based on the actual steering angle, the vehicle's desired tracking path, and the drive-braking model; the control force includes driving force or braking force. The vehicle control module is used to execute the control forces through the all-electromagnetic intelligent angle module to control the rotation of each wheel, so that the vehicle moves according to the desired tracking path; The second determining module is configured to determine the predicted tracking path of the vehicle based on the actual steering angles using the vehicle dynamics model; determine the deviation error between the predicted tracking path and the desired tracking path; and determine the control force of each wheel based on the deviation error and the driving braking model.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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