Vehicle control method, device, computer equipment and storage medium

Abstract

The present application relates to the field of vehicle drive control technology, and in particular to a vehicle control method, apparatus, computer equipment, and storage medium. The method comprises: obtaining a target vehicle's U-turn status; performing a torque analysis on a first target wheel in the target vehicle based on the vehicle's U-turn status to obtain a target driving torque corresponding to the first target wheel; and adjusting the driving torque of the first target wheel to the target driving torque. The present application ensures that, after the driving torque of the first target wheel is subsequently adjusted based on the target driving torque, the target vehicle can successfully complete a zero-turn radius U-turn operation in situ.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle drive control, and in particular to a vehicle control method, apparatus, computer equipment, and storage medium. Background Art

[0002] Distributed drive simply controls the four wheels of the vehicle separately through four-wheel motors to achieve the goal of individual control of each wheel. Therefore, the target vehicle using distributed drive can achieve the target vehicle's on-the-spot U-turn function by outputting driving torque in the torque direction through the four-wheel motors; among them, the on-the-spot U-turn can enable the vehicle to achieve a U-turn operation with zero turning radius on extremely narrow roads.

[0003] However, when a vehicle performs a U-turn on the spot, it is difficult to ensure that the vehicle can complete the U-turn on the spot with a zero turning radius due to differences in the vehicle state and road surface state during each U-turn. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle control method, device, computer equipment and storage medium that can ensure that the vehicle can complete a zero turning radius on the spot to solve the above technical problems.

[0005] In a first aspect, the present application provides a vehicle control method. The method comprises:

[0006] Get the target vehicle's U-turn status;

[0007] performing a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel;

[0008] The driving torque of the first target wheel is adjusted to the target driving torque.

[0009] In one embodiment, performing torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel includes:

[0010] When the vehicle U-turn state is a continuous yaw state, obtaining a magnitude relationship between an actual slip rate and a standard slip rate of each candidate wheel in the target vehicle;

[0011] selecting, according to the size relationship, a first target wheel requiring drive torque adjustment from each candidate wheel of the target vehicle;

[0012] A torque analysis is performed on the first target wheel to obtain a target driving torque corresponding to the first target wheel.

[0013] In one embodiment, selecting a first target wheel requiring driving torque adjustment from candidate wheels of the target vehicle according to the size relationship includes:

[0014] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip ratio, or if the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip ratio, the left front wheel and the right rear wheel are used as the first target wheel;

[0015] If the actual slip ratio of the left front wheel and the right front wheel among each candidate wheel is greater than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among each candidate wheel is less than the standard slip ratio, then the right front wheel and the left rear wheel are used as the first target wheels.

[0016] In one embodiment, performing torque analysis on a first target wheel in the target vehicle to obtain a target driving torque corresponding to the first target wheel includes:

[0017] Determining a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is the driving torque obtained by evenly dividing the total driving torque of the target vehicle according to the number of candidate wheels; and the standard adjustment torque is the adjustment torque obtained by evenly dividing the total adjustment torque of the target vehicle according to the number of candidate wheels;

[0018] determining a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque;

[0019] A target driving torque corresponding to the first target wheel is determined according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque.

[0020] In one embodiment, determining the first control weight corresponding to the standard driving torque and the second control weight corresponding to the standard adjustment torque includes:

[0021] Determining a first initial weight corresponding to the vehicle U-turn state according to a preset first mapping relationship between the candidate U-turn state and the first candidate weight;

[0022] determining a second initial weight corresponding to the vehicle U-turn state according to a preset second mapping relationship between the candidate U-turn state and the second candidate weight;

[0023] Obtaining a road friction parameter of a driving environment in which the target vehicle is located;

[0024] The first initial weight and the second initial weight are respectively adjusted according to the road friction parameter to obtain a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

[0025] In one embodiment, the method further comprises:

[0026] When the vehicle U-turn state is a continuous yaw state, if it is detected that the center of mass position of the target vehicle deviates from the standard center of mass position, selecting a second target wheel requiring drive torque adjustment from each candidate wheel based on a relative positional relationship between the center of mass position of the vehicle and the standard center of mass position;

[0027] Performing a torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel;

[0028] The driving torque of the second target wheel is adjusted to the reference driving torque.

[0029] In one embodiment, selecting the second target wheel requiring driving torque adjustment from each candidate wheel based on the relative position relationship between the vehicle center of mass position and the standard center of mass position includes:

[0030] If the vehicle's center of mass is located to the left front of the standard center of mass, the left front wheel and the left rear wheel of the target vehicle are used as the second target wheel;

[0031] If the vehicle's center of mass position is located to the right rear of the standard center of mass position, the right front wheel and the right rear wheel of the target vehicle are used as the second target wheel.

[0032] In one embodiment, performing torque analysis on the second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel includes:

[0033] Determining a standard driving torque, a standard adjustment torque, and a total driving torque of the target vehicle corresponding to the second target wheel;

[0034] determining a first control weight corresponding to the standard driving torque and a third control weight corresponding to the standard adjustment torque;

[0035] performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque;

[0036] The sum of a first operation result of the first multiplication operation and a second operation result of the second multiplication operation is used as a reference driving torque corresponding to the second target wheel.

[0037] In a second aspect, the present application further provides a vehicle control device. The device comprises:

[0038] An acquisition module, used to acquire the vehicle U-turn status of the target vehicle;

[0039] an analysis module, configured to perform a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state, to obtain a target driving torque corresponding to the first target wheel;

[0040] An adjustment module is used to adjust the driving torque of the first target wheel to the target driving torque.

[0041] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are performed:

[0042] Get the target vehicle's U-turn status;

[0043] performing a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel;

[0044] The driving torque of the first target wheel is adjusted to the target driving torque.

[0045] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following steps:

[0046] Get the target vehicle's U-turn status;

[0047] performing a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel;

[0048] The driving torque of the first target wheel is adjusted to the target driving torque.

[0049] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the following steps:

[0050] Get the target vehicle's U-turn status;

[0051] performing a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel;

[0052] The driving torque of the first target wheel is adjusted to the target driving torque.

[0053] The above-mentioned vehicle control method, device, computer equipment and storage medium for turning on the spot obtain the vehicle turning status of the target vehicle, thereby determining the target driving torque corresponding to the first target wheel according to the vehicle turning status; and then adjusting the driving torque of the first target wheel to the target driving torque. According to the above content, it can be seen that in the process of controlling the target vehicle, the present application will perform torque analysis on the first target wheel in the target vehicle that needs to adjust the driving torque according to the vehicle turning state of the target vehicle, so as to obtain the target driving torque that is most suitable for the first target wheel in the current vehicle turning state, and then ensure that after the driving torque of the first target wheel is adjusted according to the target driving torque, the target vehicle can successfully complete the zero turning radius on the spot U-turn operation; further, in the process of performing a U-turn on the target vehicle on the spot, the present application realizes a reasonable distribution of the vehicle driving torque of the target vehicle through targeted driving torque adjustment of the first target wheel, thereby preventing power loss or power waste during the process of the target vehicle turning on the spot; and, by adjusting the driving torque of the first target wheel to the target driving torque, the slip rate of the first target wheel reaches the standard slip rate, thereby reducing the degree of wheel wear caused by the target vehicle wheel during the U-turn on the spot. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 A diagram illustrating an application environment of a vehicle control method provided in an embodiment of the present application;

[0055] Figure 2 A schematic flow chart of a first vehicle control method provided in an embodiment of the present application;

[0056] Figure 3 A schematic diagram of the direction of action of the wheel driving torque provided in an embodiment of the present application;

[0057] Figure 4 A schematic flow chart of a second vehicle control method provided in an embodiment of the present application;

[0058] Figure 5 A schematic flow chart of a third vehicle control method provided in an embodiment of the present application;

[0059] Figure 6 A schematic flow chart of a fourth vehicle control method provided in an embodiment of the present application;

[0060] Figure 7 A structural block diagram of a flow chart of a first vehicle control method provided in an embodiment of the present application;

[0061] Figure 8 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0063] It should be understood that the specific embodiments described herein are merely used to explain the present application and are not intended to limit the present application. In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they contradict each other.

[0064] The vehicle control method provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown. The terminal 102 communicates with the server 104 through the network. The data storage system can store data that the server 104 needs to process. The data storage system can be integrated on the server 104, or it can be placed on the cloud or other network servers. By obtaining the vehicle U-turn status of the target vehicle, the target driving torque corresponding to the first target wheel is determined according to the vehicle U-turn status; then, the driving torque of the first target wheel is adjusted to the target driving torque. The terminal 102 can be, but is not limited to, various personal computers, laptops, smart phones, tablets, Internet of Things devices and portable wearable devices. The Internet of Things devices can be smart speakers, smart TVs, smart air conditioners, smart car-mounted devices, etc. Portable wearable devices can be smart watches, smart bracelets, head-mounted devices, etc. The server 104 can be implemented with an independent server or a server cluster consisting of multiple servers.

[0065] In one embodiment, Figure 2 As shown, a vehicle control method is provided, which is applied to Figure 1Taking the terminal 102 in FIG. 1 as an example, the method includes the following steps:

[0066] S201, obtaining the vehicle U-turn status of the target vehicle.

[0067] It should be noted that the target vehicle's U-turn state is used to characterize the vehicle state of the target vehicle at the current moment when it is performing a U-turn on the spot; specifically, the target vehicle's U-turn state may include: steering start state, continuous yaw state and out-of-control state.

[0068] The steering start state refers to the stage in which the target vehicle continuously reduces the difference between the yaw angular velocity of the entire vehicle and the desired angular velocity by inputting driving torque to the four candidate wheels. The yaw angular velocity is used to characterize the yaw angular velocity of the target vehicle around the vertical axis (according to the vertical axis in the vehicle coordinate system corresponding to the target vehicle). The desired angular velocity can be set or adjusted based on the historical experience of vehicle operation and maintenance personnel, and the value range of the desired angular velocity is not limited here.

[0069] The continuous yaw state refers to the stage where the yaw angular velocity of the target vehicle reaches the desired angular velocity after the target vehicle completes the turning start state, and the vehicle slip rate of the target vehicle also reaches the desired slip rate at this time; the slip rate is the proportion of the sliding component in the wheel motion of the target vehicle.

[0070] Among them, the out-of-control state refers to the situation where, in the turning start state or the continuous yaw state, the difference between the yaw angular velocity of the target vehicle and the expected angular velocity is greater than the first out-of-control threshold, and / or the difference between the vehicle slip rate and the expected slip rate is greater than the second out-of-control threshold, and / or the difference between the vehicle center of mass position and the standard center of mass position is greater than the third out-of-control threshold; the first out-of-control threshold, the second out-of-control threshold and the third out-of-control threshold are set or adjusted by vehicle operation and maintenance personnel based on their own experience and actual conditions.

[0071] In one embodiment of the present application, when it is necessary to obtain the vehicle U-turn status of the target vehicle, it is possible to verify whether the target vehicle has received the vehicle U-turn request sent by the vehicle driver through the vehicle-mounted terminal, and obtain the reception time of the vehicle U-turn request. According to the pre-set duration of various vehicle U-turn states, the vehicle U-turn status of the target vehicle corresponding to the current time is determined.

[0072] Specifically, it can be pre-specified that the target vehicle starts the vehicle U-turn operation after receiving the vehicle U-turn request, and within a first preset time period when the target vehicle starts the U-turn, the vehicle U-turn state of the target vehicle is in a steering start state; within a second preset time period after the end of the first preset time period, the vehicle U-turn state of the target vehicle is in a continuous yaw state, and the continuous yaw state continues until the target vehicle completes the vehicle U-turn operation; if the difference between the yaw angular velocity of the target vehicle and the expected angular velocity is greater than the first out-of-control threshold, and / or the difference between the vehicle slip rate and the expected slip rate is greater than the second out-of-control threshold, and / or the difference between the vehicle center of mass position and the standard center of mass position is greater than the third out-of-control threshold, etc., then the vehicle U-turn state of the target vehicle is determined to be an out-of-control state.

[0073] In another embodiment of the present application, when it is necessary to obtain the vehicle turning state of the target vehicle, the vehicle parameters of the target vehicle at the current moment can also be detected. If it is detected that the difference between the yaw angular velocity of the whole vehicle and the expected angular velocity is continuously decreasing, it is determined that the vehicle turning state of the target vehicle is in the turning starting state; if it is detected that the yaw angular velocity of the whole vehicle reaches the stage of the expected angular velocity, and the slip rate of the whole vehicle also reaches the expected slip rate, then the vehicle turning state of the target vehicle is in the continuous yaw state; if it is detected that the difference between the yaw angular velocity of the whole vehicle and the expected angular velocity is greater than the first out-of-control threshold, and / or the difference between the slip rate of the whole vehicle and the expected slip rate is greater than the second out-of-control threshold, and / or the difference between the center of mass position of the vehicle and the standard center of mass position is greater than the third out-of-control threshold, etc., then the vehicle turning state of the target vehicle is determined to be an out-of-control state.

[0074] S202 , performing torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state to obtain a target driving torque corresponding to the first target wheel.

[0075] The first target wheel refers to a wheel among the candidate wheels of the target vehicle that needs to have its driving torque adjusted. Furthermore, the first target wheel is specifically used to indicate a wheel among the candidate wheels of the target vehicle that needs to have its driving torque increased.

[0076] It should be noted that, in order to ensure that the target vehicle can successfully complete the zero-turn radius on-the-spot U-turn operation, it is necessary to apply different target driving torques to the first target wheel according to different U-turn states of the target vehicle.

[0077] Specifically, if the vehicle's U-turn state is a turning start state, all candidate wheels of the target vehicle need to be used as first target wheels, and then, a torque analysis is performed on the first target wheel in the target vehicle to obtain a target driving torque corresponding to the first target wheel.

[0078] In one embodiment of the present application, when the vehicle's U-turn state is a turning and starting state, all candidate wheels of the target vehicle are used as first target wheels, and the preset driving torque of each first target wheel is used as the target driving torque corresponding to the first target wheel; wherein, the preset driving torque is set by the vehicle operation and maintenance personnel based on the actual situation of the target vehicle and historical vehicle operation and maintenance experience, and the value of the preset driving torque is not limited here.

[0079] In another embodiment of the present application, since the steering-start state refers to the stage in which the difference between the vehicle's yaw rate and the desired yaw rate continuously decreases by inputting drive torque to the four candidate wheels, a standard drive torque corresponding to the second target wheel can be determined, and yaw rate control weights corresponding to each first target wheel can be predefined. Furthermore, the product of the yaw rate control weights and the standard drive torque is calculated as the target drive torque corresponding to the first target wheel.

[0080] The standard driving torque is the driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels.

[0081] As an example, it can be pre-specified that the yaw angular velocity control weight corresponding to the left front wheel among the first target wheels is 0.7, and the yaw angular velocity control weight corresponding to the right front wheel among the first target wheels is 1.3; the yaw angular velocity control weight corresponding to the left rear wheel among the first target wheels is 1.3, and the yaw angular velocity control weight corresponding to the right rear wheel among the first target wheels is 0.7; and the total driving force of the target vehicle is 200 Nm / (rev / min); therefore, when determining the target driving torque corresponding to each first target wheel, the standard driving torque is determined to be 200 / 4=50 Nm / (rev / min); the target driving torque of the left front wheel is determined to be 0.7*50=35; the target driving torque of the right front wheel is determined to be 1.3*50=65; the target driving torque of the left rear wheel is 1.3*50=65; and the target driving torque of the right rear wheel is 0.7*50=35.

[0082] Further explanation, during the process of the target vehicle making a pivot turn, the total driving torque of the target vehicle corresponding to the pivot turn speed can be determined according to the pivot turn speed of the driver's device; and then, as Figure 3 As shown, according to the tire adhesion ellipse, the driving torque decreases as the lateral force increases. Therefore, during the starting phase, while keeping the total driving torque unchanged, a smaller driving torque is allocated to the left front wheel and the right rear wheel, and a larger driving torque is allocated to the right front wheel and the left rear wheel. In addition, the driving torques of the left front wheel and the right rear wheel are the same, but the driving torques act in opposite directions; the driving torques of the right front wheel and the left rear wheel are the same, but the driving torques act in opposite directions.

[0083] Specifically, if the vehicle's U-turn state is out of control, all candidate wheels in the target vehicle can be used as the first target wheel, and the target driving torque of each target vehicle can be set to zero to ensure that the target vehicle is out of the out-of-control state, ensuring the stability of the vehicle body and the safety of the people in the vehicle.

[0084] S203: Adjust the driving torque of the first target wheel to the target driving torque.

[0085] In one embodiment of the present application, after determining the target driving torque of the first target wheel, the target driving torque can be converted into an electrical signal, and the electrical signal corresponding to the target driving torque can be transmitted to the drive motor corresponding to the first target wheel; so that the drive motor adjusts the driving torque of the first target wheel to the target driving torque.

[0086] The above-mentioned vehicle control method for turning around in place obtains the vehicle turning state of the target vehicle, determines the target driving torque corresponding to the first target wheel according to the vehicle turning state; and then adjusts the driving torque of the first target wheel to the target driving torque. According to the above content, it can be seen that in the process of controlling the target vehicle, the present application will perform torque analysis on the first target wheel in the target vehicle that needs to adjust the driving torque according to the vehicle turning state of the target vehicle, so as to obtain the target driving torque that is most suitable for the first target wheel in the current vehicle turning state, and then ensure that after the driving torque of the first target wheel is adjusted according to the target driving torque, the target vehicle can successfully complete the zero turning radius on the spot U-turn operation; further, in the process of performing a U-turn on the target vehicle on the spot, the present application realizes a reasonable distribution of the vehicle driving torque of the target vehicle through targeted driving torque adjustment of the first target wheel, thereby preventing power loss or power waste during the process of the target vehicle turning on the spot; and, by adjusting the driving torque of the first target wheel to the target driving torque, the slip rate of the first target wheel reaches the standard slip rate, thereby reducing the degree of wheel wear caused by the target vehicle wheel during the U-turn on the spot.

[0087] In one embodiment, if Figure 4 As shown, it is necessary to perform torque analysis on the first target wheel in the target vehicle according to the vehicle U-turn state to obtain the target driving torque corresponding to the first target wheel, which may specifically include the following contents:

[0088] S401 , when the vehicle U-turn state is a continuous yaw state, obtain a magnitude relationship between an actual slip rate and a standard slip rate of each candidate wheel in the target vehicle.

[0089] It should be noted that, since the first target wheel is specifically used to represent the wheel in the candidate wheels of the target vehicle that needs to have its driving torque increased, the first target wheel in the target vehicle that needs to have its driving torque increased can be determined according to the vehicle's U-turn status.

[0090] Specifically, if the vehicle's U-turn state is a turn-and-start state, all candidate wheels of the target vehicle are used as the first target wheel to ensure the target vehicle can successfully complete a zero-turn radius U-turn. If the vehicle's U-turn state is a continuous yaw state, the first target wheel requiring drive torque adjustment is selected from the candidate wheels of the target vehicle based on their actual slip rates.

[0091] S402 : Selecting a first target wheel requiring driving torque adjustment from candidate wheels of the target vehicle based on a size relationship.

[0092] If the actual slip rate of a wheel among the candidate wheels is less than the standard slip rate, or the actual slip rate of a wheel is greater than the standard slip rate, since the slip rates of the four candidate wheels in the target vehicle can be determined according to the calculation formula (1), the calculation formula (1) is as follows:

[0093] (1)

[0094] Wherein, i is used to represent the number of the first target wheel. The numbers of wheels at different positions can be as follows: Figure 3 As shown; λ is used to characterize the slip rate; v i Used to represent the center speed of wheels with different numbers; v is used to represent the vehicle speed of the target vehicle.

[0095] Therefore, according to calculation formula (1), when the actual slip rate of a certain wheel among the candidate wheels is smaller than the standard slip rate, or when the actual slip rate of a certain wheel is larger than the standard slip rate, the actual slip rate can be adjusted by adjusting the wheel center speed so that the actual slip rate is consistent with the standard slip rate.

[0096] Furthermore, the calculation formula (2) for the wheel center speed is as follows:

[0097]

[0098] (2)

[0099] Among them, v1 is used to represent the wheel center speed of the right front wheel; v2 is used to represent the wheel center speed of the left front wheel; v3 is used to represent the wheel center speed of the right rear wheel; v4 is used to represent the wheel center speed of the left rear wheel; v x It is used to represent the wheel speed along the x-axis direction. The x-axis can be Figure 3 As shown; v y It is used to represent the wheel speed along the y-axis direction. The y-axis can be Figure 3 As shown; a is used to characterize the distance between the vehicle center of mass position of the target vehicle and the front wheel drive shaft; b is used to characterize the distance between the vehicle center of mass position of the target vehicle and the rear wheel drive shaft; γ is used to characterize the yaw angular velocity of the target vehicle; d1 is used to characterize the wheelbase of the front wheels of the target vehicle; d2 is used to characterize the wheelbase of the rear wheels of the target vehicle.

[0100] Furthermore, v x and v y The calculation formula (3) is as follows:

[0101] =a x +V x γ

[0102] =a y +V y γ (3)

[0103] in, To characterize v x The time derivative of To characterize v y The time derivative of v x It is used to represent the wheel speed along the x-axis direction. The x-axis can be Figure 3 As shown; v y It is used to represent the wheel speed along the y-axis direction. The y-axis can be Figure 3 As shown; a x Used to characterize the wheel acceleration along the x-axis; a y It is used to characterize the wheel acceleration along the y-axis direction; γ is used to characterize the yaw angular velocity of the target vehicle.

[0104] Furthermore, a x and a y The calculation formula (4) is as follows:

[0105]

[0106] (4)

[0107] Among them, m is used to represent the vehicle mass of the target vehicle; a x It is used to characterize the wheel acceleration along the x-axis direction. The x-axis can be Figure 3 As shown; a y It is used to characterize the wheel acceleration along the y-axis direction. The y-axis can be Figure 3As shown; a is used to represent the distance between the vehicle center of mass position of the target vehicle and the front wheel drive shaft; b is used to represent the distance between the vehicle center of mass position of the target vehicle and the rear wheel drive shaft; Used to represent the force along the x-axis that the wheels numbered 1, 2, 3, and 4 bear during driving; Used to represent the force along the y-axis that the wheels numbered 1, 2, 3, and 4 are subjected to during driving.

[0108] Furthermore, the calculation formula (5) of M is as follows:

[0109] (5)

[0110] Among them, M is used to represent the vehicle swing torque of the target vehicle, and the vehicle swing torque and the yaw angular velocity of the target vehicle satisfy ; a is used to represent the distance between the vehicle center of mass of the target vehicle and the front wheel drive shaft; b is used to represent the distance between the vehicle center of mass of the target vehicle and the rear wheel drive shaft; Used to represent the force along the x-axis that the wheels numbered 1, 2, 3, and 4 bear during driving; It is used to represent the force along the y-axis direction that the wheels numbered 1, 2, 3, and 4 are subjected to during driving; d is used to represent the wheelbase of the front and rear wheels of the target vehicle.

[0111] Furthermore, the calculation formula (6) for the forces along the x-axis and y-axis that the wheel bears during driving is as follows:

[0112]

[0113] (6)

[0114] Among them, F xi It is used to characterize the force along the x-axis that the wheels of the target vehicle bear during driving; F yi Used to characterize the force along the y-axis that the wheels of the target vehicle are subjected to during driving; Used to characterize the road adhesion coefficient of the wheels in the target vehicle; C y Used to characterize the cornering stiffness of the wheels in the target vehicle; i Used to characterize the slip rate of the wheel labeled i; Used to characterize the rolling effective radius of the wheels in the target vehicle; ω i Used to represent the rotational angular velocity of the wheel labeled i; J wi Used to represent the moment of inertia of the wheel labeled i. i Used to represent the driving torque of the wheel labeled i.

[0115] In one embodiment of the present application, if the actual slip rates of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip rate, according to calculation formula (1), the actual slip rates of the left front wheel and the right front wheel can be increased by reducing the wheel center speeds of the left front wheel and the right front wheel. According to the distance of the wheel adhesion ellipse, the driving torque of the left front wheel and the right rear wheel can be increased, thereby achieving the purpose of reducing the wheel center speeds of the left front wheel and the right front wheel.

[0116] In one embodiment of the present application, if the actual slip rates of the left front wheel and the right front wheel among the candidate wheels are greater than the standard slip rate, according to calculation formula (1), the actual slip rates of the left front wheel and the right front wheel can be reduced by increasing the wheel center speeds of the left front wheel and the right front wheel. According to the distance of the wheel adhesion ellipse, the driving torque of the right front wheel and the left rear wheel can be increased, thereby achieving the purpose of increasing the wheel center speeds of the left front wheel and the right front wheel.

[0117] In one embodiment of the present application, if the actual slip rates of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip rate, according to calculation formula (1), the actual slip rates of the left rear wheel and the right rear wheel can be reduced by increasing the wheel center speeds of the left rear wheel and the right rear wheel. According to the distance of the wheel adhesion ellipse, the driving torque of the left front wheel and the right rear wheel can be increased, thereby achieving the purpose of increasing the wheel center speeds of the left rear wheel and the right rear wheel.

[0118] In one embodiment of the present application, if the actual slip rates of the left rear wheel and the right rear wheel among the candidate wheels are less than the standard slip rate, according to calculation formula (1), the actual slip rates of the left rear wheel and the right rear wheel can be increased by reducing the wheel center speeds of the left rear wheel and the right rear wheel. According to the distance of the wheel adhesion ellipse, the driving torque of the right front wheel and the left rear wheel can be increased, thereby achieving the purpose of increasing the wheel center speeds of the left front wheel and the right front wheel.

[0119] From the above content, it can be seen that when selecting the first target wheel that needs to adjust the driving torque from the candidate wheels of the target vehicle according to the size relationship, if the actual slip rate of the left front wheel and the right front wheel among the candidate wheels is less than the standard slip rate, or the actual slip rate of the left rear wheel and the right rear wheel among the candidate wheels is greater than the standard slip rate, then the left front wheel and the right rear wheel will be used as the first target wheel; if the actual slip rate of the left front wheel and the right front wheel among the candidate wheels is greater than the standard slip rate, or the actual slip rate of the left rear wheel and the right rear wheel among the candidate wheels is less than the standard slip rate, then the right front wheel and the left rear wheel will be used as the first target wheel.

[0120] S403: Perform torque analysis on the first target wheel to obtain a target driving torque corresponding to the first target wheel.

[0121] It should be noted that when performing torque analysis on the first target wheel, the following contents may be specifically included: determining the standard driving torque and standard adjustment torque corresponding to the first target wheel; wherein, the standard driving torque is the driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels; the standard adjustment torque is the adjustment torque obtained by dividing the total adjustment torque of the target vehicle by the number of candidate wheels; determining the first control weight corresponding to the standard driving torque, and the second control weight corresponding to the standard adjustment torque; determining the target driving torque corresponding to the first target wheel based on the first control weight, the second control weight, the standard driving torque and the standard adjustment torque.

[0122] According to the above content, the target driving torque corresponding to the first target wheel can be obtained by substituting the first control weight, the second control weight, the standard driving torque and the standard adjustment torque into the calculation formula (7). The calculation formula (7) is as follows:

[0123] T i =K 1* T+K 2* ΔT (7)

[0124] Among them, T i It is used to represent the target driving torque corresponding to the first target wheel, and i is used to represent the number corresponding to the first target wheel; the number corresponding to each first target wheel can be as follows Figure 3 As shown; K1 is used to characterize the first control weight; K2 is used to characterize the second control weight; ΔT is used to characterize the standard adjustment torque.

[0125] Among them, the value range of the first control weight and the second control weight can be set or adjusted according to the actual situation of the target vehicle and the historical experience of the vehicle operation and maintenance personnel. The value range of the first control weight and the second control weight is not limited here.

[0126] Specifically, when it is necessary to determine the first control weight corresponding to the standard driving torque and the second control weight corresponding to the standard adjustment torque, it may specifically include the following contents: determining the first initial weight corresponding to the vehicle U-turn state according to a first mapping relationship between a pre-set candidate U-turn state and the first candidate weight; determining the second initial weight corresponding to the vehicle U-turn state according to a second mapping relationship between a pre-set candidate U-turn state and the second candidate weight; obtaining the road friction parameters of the driving environment in which the target vehicle is located; and adjusting the first initial weight and the second initial weight respectively according to the road friction parameters to obtain the first control weight corresponding to the standard driving torque and the second control weight corresponding to the standard adjustment torque.

[0127] Among them, the first mapping relationship records different first candidate weights corresponding to different candidate U-turn states. Therefore, when it is necessary to determine the first initial weight, the candidate U-turn state that is the same as the vehicle U-turn state can be selected from the candidate U-turn states. The first candidate weight corresponding to the candidate U-turn state that is the same as the vehicle U-turn state in the first mapping relationship can be used as the first initial weight.

[0128] The second mapping relationship records different second candidate weights corresponding to different candidate U-turn states. Therefore, when it is necessary to determine the second initial weight, a candidate U-turn state that is the same as the vehicle U-turn state can be selected from the candidate U-turn states. The second candidate weight corresponding to the candidate U-turn state that is the same as the vehicle U-turn state in the second mapping relationship can be used as the second initial weight.

[0129] Furthermore, when it is necessary to adjust the first initial weight and the second initial weight respectively according to the road friction parameter, different weight adjustment amounts corresponding to different road friction parameters can be pre-specified, and then, after determining the road friction parameter, the weight adjustment amount corresponding to the road friction parameter is determined; then, the weight adjustment amount is respectively summed with the first initial weight and the second initial weight to obtain the adjusted first control weight and the second control weight.

[0130] Further explanation: in order to ensure that the target vehicle has sufficient power and speed during the U-turn, it is necessary not only to increase the driving torque of the first target wheel but also to increase the driving torque of the remaining candidate wheels during the U-turn. Moreover, in order to ensure that the target vehicle can achieve a U-turn on the spot with a zero turning radius, it is necessary to ensure that the driving torque of the first target wheel is greater than the driving torque of the candidate wheels.

[0131] In one embodiment of the present application, if the actual slip ratio of the left front wheel and the right front wheel among the candidate wheels is less than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among the candidate wheels is greater than the standard slip ratio, the left front wheel and the right rear wheel are used as the first target wheels, and then the first control weight corresponding to the left front wheel among the candidate wheels can be pre-specified as 1.3, the first control weight corresponding to the right front wheel among the first target wheels can be pre-specified as 0.7; the first control weight corresponding to the left rear wheel among the first target wheels can be pre-specified as 0.7, and the first control weight corresponding to the right rear wheel among the candidate wheels can be pre-specified as 0.7. The first control weight corresponding to the candidate wheel is 1.3; and the second control weight corresponding to the left front wheel among the candidate wheels is predefined as 1.2, and the second control weight corresponding to the right front wheel among the first target wheels is predefined as 0.8; the second control weight corresponding to the left rear wheel among the first target wheels is 0.8, and the second control weight corresponding to the right rear wheel among the candidate wheels is 1.2; and the total driving force and total adjustment torque of the target vehicle are both 200 Nm / (rev / min); therefore, the standard driving torque and standard adjustment torque are both determined to be 200 / 4=50 Nm / (rev / min);

[0132] Therefore, the driving torque of the left front wheel is determined to be 1.3*50+1.2*50=125; the target driving torque of the right front wheel is 0.7*50+0.8*50=75; the target driving torque of the left rear wheel is 0.7*50+0.8*50=75; and the driving torque of the right rear wheel is 1.3*50+1.2*50=125.

[0133] In one embodiment of the present application, if the actual slip ratio of the left front wheel and the right front wheel among the candidate wheels is greater than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among the candidate wheels is less than the standard slip ratio, the right front wheel and the left rear wheel are used as the first target wheels, and then the first control weight corresponding to the left front wheel among the candidate wheels can be pre-specified as 0.7, the first control weight corresponding to the right front wheel among the first target wheels can be pre-specified as 1.3; the first control weight corresponding to the left rear wheel among the first target wheels can be pre-specified as 1.3, the first control weight corresponding to the right rear wheel among the candidate wheels can be pre-specified as 1.3. The first control weight corresponding to the candidate wheel is 0.7; and the second control weight corresponding to the left front wheel among the candidate wheels is predefined as 0.8, and the second control weight corresponding to the right front wheel among the first target wheels is predefined as 1.2; the second control weight corresponding to the left rear wheel among the first target wheels is 1.2, and the second control weight corresponding to the right rear wheel among the candidate wheels is 0.8; and the total driving force and total adjustment torque of the target vehicle are both 200 Nm / (rev / min); therefore, the standard driving torque and standard adjustment torque are both determined to be 200 / 4=50 Nm / (rev / min);

[0134] Therefore, the driving torque of the left front wheel is determined to be 0.7*50+0.8*50=75; the target driving torque of the right front wheel is 1.3*50+1.2*50=125; the target driving torque of the left rear wheel is 1.3*50+1.2*50=125; and the driving torque of the right rear wheel is 0.7*50+0.8*50=75.

[0135] The above-mentioned vehicle control method for turning around in place determines the first target wheel in the target vehicle that needs to adjust the driving torque, so as to obtain the target driving torque that is most suitable for the first target wheel in the current vehicle turning state based on the first target wheel, and then ensures that after the driving torque of the first target wheel is adjusted according to the target driving torque, the target vehicle can successfully complete the zero-turning radius turning operation in place.

[0136] In one embodiment, if Figure 5 As shown, if it is detected that the vehicle center of mass position of the target vehicle deviates from the standard center of mass position, the following may be specifically included:

[0137] S501, when the vehicle's U-turn state is a continuous yaw state, if it is detected that the vehicle center of mass position of the target vehicle deviates from the standard center of mass position, then according to the relative position relationship between the vehicle center of mass position and the standard center of mass position, the second target wheel that needs to adjust the driving torque is selected from each candidate wheel.

[0138] It should be noted that if the vehicle's center of mass is located to the left front of the standard center of mass position, the left front wheel and left rear wheel of the target vehicle will be used as the second target wheel; if the vehicle's center of mass is located to the right rear of the standard center of mass position, the right front wheel and right rear wheel of the target vehicle will be used as the second target wheel.

[0139] S502 , performing torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel.

[0140] It should be noted that when it is necessary to perform torque analysis on the second target wheel in the target vehicle, it may specifically include the following contents: determining the standard driving torque, standard adjustment torque and total driving torque of the target vehicle corresponding to the second target wheel; determining the first control weight corresponding to the standard driving torque, and the third control weight corresponding to the standard adjustment torque; performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque; and using the sum of the first operation result of the first product operation and the second operation result of the second product operation as the reference driving torque corresponding to the second target wheel.

[0141] According to the above content, the reference driving torque corresponding to the second target wheel can be determined by calculating formula (8), which is as follows:

[0142] T i =K 1* T+K 3* ΔT / T (7)

[0143] Among them, T i It is used to represent the target driving torque corresponding to the first target wheel, and i is used to represent the number corresponding to the first target wheel; the number corresponding to each first target wheel can be as follows Figure 3 As shown; K1 is used to characterize the first control weight; K3 is used to characterize the third control weight; ΔT is used to characterize the standard adjustment torque; T is used to characterize the total driving torque of the target vehicle.

[0144] Among them, the value range of the first control weight and the third control weight can be set or adjusted according to the actual situation of the target vehicle and the historical experience of the vehicle operation and maintenance personnel. The value range of the first control weight and the third control weight is not limited here.

[0145] S503: Adjust the driving torque of the second target wheel to a reference driving torque.

[0146] In one embodiment of the present application, after determining the reference driving torque of the second target wheel, the reference driving torque can be converted into an electrical signal, and the electrical signal corresponding to the reference driving torque can be transmitted to the driving motor corresponding to the second target wheel; so that the driving motor adjusts the driving torque of the second target wheel to the reference driving torque.

[0147] The above-mentioned vehicle control method for turning on the spot determines the second target wheel in the target vehicle and performs torque analysis on the second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel, so as to effectively ensure the stability of the vehicle when the vehicle center of mass position of the target vehicle deviates from the standard center of mass position, so that the target vehicle can successfully complete the zero-turn radius turning operation on the spot.

[0148] In one embodiment, if Figure 6 As shown, when the driving torque of the first target wheel needs to be adjusted to the target driving torque, the following steps may be specifically included:

[0149] S601: Obtain the U-turn status of the target vehicle.

[0150] S602 : When the vehicle U-turn state is a continuous yaw state, obtain a magnitude relationship between an actual slip rate and a standard slip rate of each candidate wheel in the target vehicle.

[0151] S603 : Selecting a first target wheel requiring driving torque adjustment from the candidate wheels of the target vehicle based on the size relationship.

[0152] S604, determine the standard driving torque and standard adjustment torque corresponding to the first target wheel; wherein, the standard driving torque is the driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels; the standard adjustment torque is the adjustment torque obtained by dividing the total adjustment torque of the target vehicle by the number of candidate wheels.

[0153] S605 , determining a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

[0154] S606 : Determine a target driving torque corresponding to the first target wheel according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque.

[0155] S607: Adjust the driving torque of the first target wheel to the target driving torque.

[0156] The above-mentioned vehicle control method for turning around in place obtains the vehicle turning state of the target vehicle, determines the target driving torque corresponding to the first target wheel according to the vehicle turning state; and then adjusts the driving torque of the first target wheel to the target driving torque. According to the above content, it can be seen that in the process of controlling the target vehicle, the present application will perform torque analysis on the first target wheel in the target vehicle that needs to adjust the driving torque according to the vehicle turning state of the target vehicle, so as to obtain the target driving torque that is most suitable for the first target wheel in the current vehicle turning state, and then ensure that after the driving torque of the first target wheel is adjusted according to the target driving torque, the target vehicle can successfully complete the zero turning radius on the spot U-turn operation; further, in the process of performing a U-turn on the target vehicle on the spot, the present application realizes a reasonable distribution of the vehicle driving torque of the target vehicle through targeted driving torque adjustment of the first target wheel, thereby preventing power loss or power waste during the process of the target vehicle turning on the spot; and, by adjusting the driving torque of the first target wheel to the target driving torque, the slip rate of the first target wheel reaches the standard slip rate, thereby reducing the degree of wheel wear caused by the target vehicle wheel during the U-turn on the spot.

[0157] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0158] Based on the same inventive concept, embodiments of the present application further provide a vehicle control device for implementing the aforementioned vehicle control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle control device embodiments provided below can be found in the above-described limitations of the vehicle control method and will not be further elaborated here.

[0159] In one embodiment, Figure 7 As shown, a vehicle control device is provided, comprising: an acquisition module 10, an analysis module 20 and an adjustment module 30, wherein:

[0160] The acquisition module 10 is used to acquire the vehicle U-turn status of the target vehicle.

[0161] The analysis module 20 is configured to perform a torque analysis on a first target wheel in the target vehicle according to the vehicle U-turn state, and obtain a target driving torque corresponding to the first target wheel.

[0162] The adjustment module 30 is configured to adjust the driving torque of the first target wheel to a target driving torque.

[0163] In one embodiment, when the vehicle is in a continuous yaw state during a U-turn, the magnitude relationship between the actual slip rate and the standard slip rate of each candidate wheel in the target vehicle is obtained; based on the magnitude relationship, the first target wheel that needs to adjust the driving torque is selected from the candidate wheels of the target vehicle; and the torque analysis is performed on the first target wheel to obtain the target driving torque corresponding to the first target wheel.

[0164] In one embodiment, if the actual slip ratio of the left front wheel and the right front wheel among each candidate wheel is less than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among each candidate wheel is greater than the standard slip ratio, then the left front wheel and the right rear wheel are used as the first target wheels; if the actual slip ratio of the left front wheel and the right front wheel among each candidate wheel is greater than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among each candidate wheel is less than the standard slip ratio, then the right front wheel and the left rear wheel are used as the first target wheels.

[0165] In one embodiment, a standard driving torque and a standard adjustment torque corresponding to the first target wheel are determined; wherein, the standard driving torque is the driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels; the standard adjustment torque is the adjustment torque obtained by dividing the total adjustment torque of the target vehicle by the number of candidate wheels; according to the vehicle U-turn state, a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque are determined; according to the first control weight, the second control weight, the standard driving torque and the standard adjustment torque, the target driving torque corresponding to the first target wheel is determined.

[0166] In one embodiment, a first initial weight corresponding to the vehicle's U-turn state is determined based on a first mapping relationship between a preset candidate U-turn state and a first candidate weight; a second initial weight corresponding to the vehicle's U-turn state is determined based on a second mapping relationship between a preset candidate U-turn state and a second candidate weight; a road friction parameter of the driving environment in which the target vehicle is located is obtained; and the first initial weight and the second initial weight are respectively weight-adjusted according to the road friction parameter to obtain a first control weight corresponding to a standard driving torque and a second control weight corresponding to a standard adjustment torque.

[0167] In one embodiment, when the vehicle's U-turn state is a continuous yaw state, if it is detected that the vehicle center of mass position of the target vehicle deviates from the standard center of mass position, then based on the relative position relationship between the vehicle center of mass position and the standard center of mass position, a second target wheel that needs to adjust the driving torque is selected from each candidate wheel; the torque analysis is performed on the second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel; and the driving torque of the second target wheel is adjusted to the reference driving torque.

[0168] In one embodiment, if the vehicle's center of mass position is located to the left front of the standard center of mass position, the left front wheel and left rear wheel of the target vehicle are used as the second target wheel; if the vehicle's center of mass position is located to the right rear of the standard center of mass position, the right front wheel and right rear wheel of the target vehicle are used as the second target wheel.

[0169] In one embodiment, the standard driving torque, standard adjustment torque and total driving torque of the target vehicle corresponding to the second target wheel are determined; a first control weight corresponding to the standard driving torque and a third control weight corresponding to the standard adjustment torque are determined; a first product operation is performed on the standard driving torque and the first control weight, and a second product operation is performed on the third control weight and the ratio of the standard adjustment torque to the total driving torque; and the sum of the first operation result of the first product operation and the second operation result of the second product operation is used as the reference driving torque corresponding to the second target wheel.

[0170] The above-mentioned vehicle control device for turning on the spot obtains the vehicle turning state of the target vehicle, determines the target driving torque corresponding to the first target wheel according to the vehicle turning state; and then adjusts the driving torque of the first target wheel to the target driving torque. According to the above content, it can be seen that in the process of controlling the target vehicle, the present application will perform torque analysis on the first target wheel in the target vehicle that needs to adjust the driving torque according to the vehicle turning state of the target vehicle, so as to obtain the target driving torque that is most suitable for the first target wheel in the current vehicle turning state, and then ensure that after the driving torque of the first target wheel is adjusted according to the target driving torque, the target vehicle can successfully complete the zero turning radius on the spot U-turn operation; further, in the process of performing a U-turn on the target vehicle on the spot, the present application realizes a reasonable distribution of the vehicle driving torque of the target vehicle through targeted driving torque adjustment of the first target wheel, thereby preventing power loss or power waste during the process of the target vehicle turning on the spot; and, by adjusting the driving torque of the first target wheel to the target driving torque, the slip rate of the first target wheel reaches the standard slip rate, thereby reducing the degree of wheel wear caused by the target vehicle wheel during the U-turn on the spot.

[0171] Each module in the aforementioned vehicle control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0172] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 8As shown. The computer device includes a processor, memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals via wired or wireless means, and the wireless means can be achieved via Wi-Fi, a mobile cellular network, NFC (near-field communication), or other technologies. When the computer program is executed by the processor, a vehicle control method is implemented. The display unit of the computer device is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0173] Those skilled in the art will understand that Figure 8 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0174] In one embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the following steps are implemented:

[0175] Get the target vehicle's U-turn status;

[0176] According to the U-turn state of the vehicle, a torque analysis is performed on the first target wheel in the target vehicle to obtain a target driving torque corresponding to the first target wheel;

[0177] The driving torque of the first target wheel is adjusted to the target driving torque.

[0178] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0179] When the vehicle U-turn state is a continuous yaw state, the relationship between the actual slip rate and the standard slip rate of each candidate wheel in the target vehicle is obtained;

[0180] Selecting a first target wheel requiring driving torque adjustment from candidate wheels of the target vehicle according to the size relationship;

[0181] A torque analysis is performed on the first target wheel to obtain a target driving torque corresponding to the first target wheel.

[0182] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0183] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip ratio, or if the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip ratio, the left front wheel and the right rear wheel are selected as the first target wheels;

[0184] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are greater than the standard slip ratio, or the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are less than the standard slip ratio, the right front wheel and the left rear wheel will be used as the first target wheels.

[0185] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0186] Determining a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is the driving torque obtained by evenly dividing the total driving torque of the target vehicle according to the number of candidate wheels; and the standard adjustment torque is the adjustment torque obtained by evenly dividing the total adjustment torque of the target vehicle according to the number of candidate wheels;

[0187] Determining a first control weight corresponding to a standard driving torque and a second control weight corresponding to a standard adjustment torque;

[0188] A target driving torque corresponding to the first target wheel is determined according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque.

[0189] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0190] Determining a first initial weight corresponding to the vehicle U-turn state according to a preset first mapping relationship between the candidate U-turn state and the first candidate weight;

[0191] Determining a second initial weight corresponding to the vehicle U-turn state according to a preset second mapping relationship between the candidate U-turn state and the second candidate weight;

[0192] Obtaining road friction parameters of the target vehicle's driving environment;

[0193] The first initial weight and the second initial weight are respectively adjusted according to the road friction parameter to obtain a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

[0194] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0195] When the vehicle U-turn state is a continuous yaw state, if it is detected that the center of mass position of the target vehicle deviates from the standard center of mass position, a second target wheel requiring drive torque adjustment is selected from each candidate wheel based on the relative positional relationship between the center of mass position of the vehicle and the standard center of mass position;

[0196] Performing torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel;

[0197] The driving torque of the second target wheel is adjusted to the reference driving torque.

[0198] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0199] If the vehicle's center of mass is located to the left front of the standard center of mass, the left front wheel and left rear wheel of the target vehicle are used as the second target wheel;

[0200] If the vehicle's center of mass is located to the right rear of the standard center of mass, the right front wheel and right rear wheel of the target vehicle are used as the second target wheel.

[0201] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0202] Determining a standard driving torque, a standard adjustment torque, and a total driving torque of the target vehicle corresponding to the second target wheel;

[0203] determining a first control weight corresponding to a standard driving torque and a third control weight corresponding to a standard adjustment torque;

[0204] Performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque;

[0205] The sum of the first operation result of the first product operation and the second operation result of the second product operation is used as the reference driving torque corresponding to the second target wheel.

[0206] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0207] Get the target vehicle's U-turn status;

[0208] According to the U-turn state of the vehicle, a torque analysis is performed on the first target wheel in the target vehicle to obtain a target driving torque corresponding to the first target wheel;

[0209] The driving torque of the first target wheel is adjusted to the target driving torque.

[0210] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0211] When the vehicle U-turn state is a continuous yaw state, the relationship between the actual slip rate and the standard slip rate of each candidate wheel in the target vehicle is obtained;

[0212] Selecting a first target wheel requiring driving torque adjustment from candidate wheels of the target vehicle according to the size relationship;

[0213] A torque analysis is performed on the first target wheel to obtain a target driving torque corresponding to the first target wheel.

[0214] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0215] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip ratio, or if the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip ratio, the left front wheel and the right rear wheel are selected as the first target wheels;

[0216] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are greater than the standard slip ratio, or the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are less than the standard slip ratio, the right front wheel and the left rear wheel will be used as the first target wheels.

[0217] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0218] Determining a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is the driving torque obtained by evenly dividing the total driving torque of the target vehicle according to the number of candidate wheels; and the standard adjustment torque is the adjustment torque obtained by evenly dividing the total adjustment torque of the target vehicle according to the number of candidate wheels;

[0219] Determining a first control weight corresponding to a standard driving torque and a second control weight corresponding to a standard adjustment torque;

[0220] A target driving torque corresponding to the first target wheel is determined according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque.

[0221] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0222] Determining a first initial weight corresponding to the vehicle U-turn state according to a preset first mapping relationship between the candidate U-turn state and the first candidate weight;

[0223] Determining a second initial weight corresponding to the vehicle U-turn state according to a preset second mapping relationship between the candidate U-turn state and the second candidate weight;

[0224] Obtaining road friction parameters of the target vehicle's driving environment;

[0225] The first initial weight and the second initial weight are respectively adjusted according to the road friction parameter to obtain a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

[0226] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0227] When the vehicle U-turn state is a continuous yaw state, if it is detected that the center of mass position of the target vehicle deviates from the standard center of mass position, a second target wheel requiring drive torque adjustment is selected from each candidate wheel based on the relative positional relationship between the center of mass position of the vehicle and the standard center of mass position;

[0228] Performing torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel;

[0229] The driving torque of the second target wheel is adjusted to the reference driving torque.

[0230] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0231] If the vehicle's center of mass is located to the left front of the standard center of mass, the left front wheel and left rear wheel of the target vehicle are used as the second target wheel;

[0232] If the vehicle's center of mass is located to the right rear of the standard center of mass, the right front wheel and right rear wheel of the target vehicle are used as the second target wheel.

[0233] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0234] Determining a standard driving torque, a standard adjustment torque, and a total driving torque of the target vehicle corresponding to the second target wheel;

[0235] determining a first control weight corresponding to a standard driving torque and a third control weight corresponding to a standard adjustment torque;

[0236] Performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque;

[0237] The sum of the first operation result of the first product operation and the second operation result of the second product operation is used as the reference driving torque corresponding to the second target wheel.

[0238] In one embodiment, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the following steps:

[0239] Get the target vehicle's U-turn status;

[0240] According to the U-turn state of the vehicle, a torque analysis is performed on the first target wheel in the target vehicle to obtain a target driving torque corresponding to the first target wheel;

[0241] The driving torque of the first target wheel is adjusted to the target driving torque.

[0242] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0243] When the vehicle U-turn state is a continuous yaw state, the relationship between the actual slip rate and the standard slip rate of each candidate wheel in the target vehicle is obtained;

[0244] Selecting a first target wheel requiring driving torque adjustment from candidate wheels of the target vehicle according to the size relationship;

[0245] A torque analysis is performed on the first target wheel to obtain a target driving torque corresponding to the first target wheel.

[0246] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0247] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip ratio, or if the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip ratio, the left front wheel and the right rear wheel are selected as the first target wheels;

[0248] If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are greater than the standard slip ratio, or the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are less than the standard slip ratio, the right front wheel and the left rear wheel will be used as the first target wheels.

[0249] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0250] Determining a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is the driving torque obtained by evenly dividing the total driving torque of the target vehicle according to the number of candidate wheels; and the standard adjustment torque is the adjustment torque obtained by evenly dividing the total adjustment torque of the target vehicle according to the number of candidate wheels;

[0251] Determining a first control weight corresponding to a standard driving torque and a second control weight corresponding to a standard adjustment torque;

[0252] A target driving torque corresponding to the first target wheel is determined according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque.

[0253] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0254] Determining a first initial weight corresponding to the vehicle U-turn state according to a preset first mapping relationship between the candidate U-turn state and the first candidate weight;

[0255] Determining a second initial weight corresponding to the vehicle U-turn state according to a preset second mapping relationship between the candidate U-turn state and the second candidate weight;

[0256] Obtaining road friction parameters of the target vehicle's driving environment;

[0257] The first initial weight and the second initial weight are respectively adjusted according to the road friction parameter to obtain a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

[0258] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0259] When the vehicle U-turn state is a continuous yaw state, if it is detected that the center of mass position of the target vehicle deviates from the standard center of mass position, a second target wheel requiring drive torque adjustment is selected from each candidate wheel based on the relative positional relationship between the center of mass position of the vehicle and the standard center of mass position;

[0260] Performing torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel;

[0261] The driving torque of the second target wheel is adjusted to the reference driving torque.

[0262] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0263] If the vehicle's center of mass is located to the left front of the standard center of mass, the left front wheel and left rear wheel of the target vehicle are used as the second target wheel;

[0264] If the vehicle's center of mass is located to the right rear of the standard center of mass, the right front wheel and right rear wheel of the target vehicle are used as the second target wheel.

[0265] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0266] Determining a standard driving torque, a standard adjustment torque, and a total driving torque of the target vehicle corresponding to the second target wheel;

[0267] determining a first control weight corresponding to a standard driving torque and a third control weight corresponding to a standard adjustment torque;

[0268] Performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque;

[0269] The sum of the first operation result of the first product operation and the second operation result of the second product operation is used as the reference driving torque corresponding to the second target wheel.

[0270] 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, stored data, displayed data, 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 relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions.

[0271] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, 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 various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0272] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, 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.

[0273] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art may make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Get the target vehicle's U-turn status; When the vehicle U-turn state is a continuous yaw state, obtaining a magnitude relationship between an actual slip rate and a standard slip rate of each candidate wheel in the target vehicle; selecting, according to the size relationship, a first target wheel requiring drive torque adjustment from each candidate wheel of the target vehicle; Determining a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is the driving torque obtained by evenly dividing the total driving torque of the target vehicle according to the number of candidate wheels; and the standard adjustment torque is the adjustment torque obtained by evenly dividing the total adjustment torque of the target vehicle according to the number of candidate wheels; determining a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque; determining a target driving torque corresponding to the first target wheel according to the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque; The driving torque of the first target wheel is adjusted to the target driving torque.

2. The method according to claim 1, characterized in that The vehicle U-turn state includes at least one of a turning start state, a continuous yaw state and an out-of-control state.

3. The method according to claim 2, characterized in that The step of selecting a first target wheel requiring driving torque adjustment from the candidate wheels of the target vehicle according to the size relationship includes: If the actual slip ratios of the left front wheel and the right front wheel among the candidate wheels are less than the standard slip ratio, or if the actual slip ratios of the left rear wheel and the right rear wheel among the candidate wheels are greater than the standard slip ratio, the left front wheel and the right rear wheel are used as the first target wheel; If the actual slip ratio of the left front wheel and the right front wheel among each candidate wheel is greater than the standard slip ratio, or the actual slip ratio of the left rear wheel and the right rear wheel among each candidate wheel is less than the standard slip ratio, then the right front wheel and the left rear wheel are used as the first target wheels.

4. The method according to claim 1, wherein The standard driving torque is the driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels; the standard adjustment torque is the adjustment torque obtained by dividing the total adjustment torque of the target vehicle by the number of candidate wheels.

5. The method according to claim 4, characterized in that The determining of the first control weight corresponding to the standard driving torque and the second control weight corresponding to the standard adjustment torque includes: Determining a first initial weight corresponding to the vehicle U-turn state according to a preset first mapping relationship between the candidate U-turn state and the first candidate weight; determining a second initial weight corresponding to the vehicle U-turn state according to a preset second mapping relationship between the candidate U-turn state and the second candidate weight; Obtaining a road friction parameter of a driving environment in which the target vehicle is located; The first initial weight and the second initial weight are respectively adjusted according to the road friction parameter to obtain a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque.

6. The method according to claim 1, characterized in that The method further comprises: When the vehicle U-turn state is a continuous yaw state, if it is detected that the center of mass position of the target vehicle deviates from the standard center of mass position, selecting a second target wheel requiring drive torque adjustment from each candidate wheel based on a relative positional relationship between the center of mass position of the vehicle and the standard center of mass position; Performing a torque analysis on a second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel; The driving torque of the second target wheel is adjusted to the reference driving torque.

7. The method according to claim 6, characterized in that The selecting, from each candidate wheel according to the relative position relationship between the vehicle center of mass position and the standard center of mass position, a second target wheel requiring driving torque adjustment comprises: If the vehicle's center of mass is located to the left front of the standard center of mass, the left front wheel and the left rear wheel of the target vehicle are used as the second target wheel; If the vehicle's center of mass position is located to the right rear of the standard center of mass position, the right front wheel and the right rear wheel of the target vehicle are used as the second target wheel.

8. The method according to claim 6, characterized in that The performing torque analysis on the second target wheel in the target vehicle to obtain a reference driving torque corresponding to the second target wheel includes: Determining a standard driving torque, a standard adjustment torque, and a total driving torque of the target vehicle corresponding to the second target wheel; determining a first control weight corresponding to the standard driving torque and a third control weight corresponding to the standard adjustment torque; performing a first product operation on the standard driving torque and the first control weight, and performing a second product operation on the third control weight and the ratio of the standard adjustment torque to the total driving torque; The sum of a first operation result of the first multiplication operation and a second operation result of the second multiplication operation is used as a reference driving torque corresponding to the second target wheel.

9. A vehicle control device, characterized in that: The device comprises: An acquisition module, used to acquire the vehicle U-turn status of the target vehicle; An analysis module is configured to obtain, when the vehicle U-turn state is a continuous yaw state, a magnitude relationship between an actual slip rate and a standard slip rate of each candidate wheel in the target vehicle; select, based on the magnitude relationship, a first target wheel requiring a driving torque adjustment from each candidate wheel of the target vehicle; determine a standard driving torque and a standard adjustment torque corresponding to the first target wheel; wherein the standard driving torque is a driving torque obtained by dividing the total driving torque of the target vehicle by the number of candidate wheels; and the standard adjustment torque is an adjustment torque obtained by dividing the total adjustment torque of the target vehicle by the number of candidate wheels; determine a first control weight corresponding to the standard driving torque and a second control weight corresponding to the standard adjustment torque; and determine a target driving torque corresponding to the first target wheel based on the first control weight, the second control weight, the standard driving torque, and the standard adjustment torque. An adjustment module is used to adjust the driving torque of the first target wheel to the target driving torque.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

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