Control method and related equipment

Abstract

A control method is applied to a vehicle, a robot and the like including a rotating suite, the rotating suite is used for realizing movement of equipment, the method comprises: acquiring a first yaw rate (S301), in the case of abnormal yaw of the equipment, the first yaw rate is related to an average yaw rate of the equipment in a first time period, and the first time period is a first time period; the first time period is earlier than the moment of abnormal yaw; acquiring an actual yaw velocity of the device at a first moment (S302), wherein the first moment is later than an end moment of the first time period; an adjustment amount for reducing the abnormal yaw is determined on the basis of a first difference between the first yaw rate and the actual yaw rate (S303). Under the condition that the equipment has abnormal yawing, the adjustment amount is determined through the average yawing angular velocity of the equipment within a period of time before the abnormal yawing, and the adjustment amount is used for intervening steering of the equipment so as to reduce or inhibit the abnormal yawing of the equipment, and then the safety and stability of equipment driving are improved.

Description

A control method and related equipment Technical Field

[0001] The present application relates to the field of safety technology, and in particular to a control method and related equipment. Background Art

[0002] With the advancement of technology, cars have become a common means of transportation in our daily lives. During unusual situations like sudden acceleration or emergency braking, if the wheel adhesion coefficients on both sides are significantly inconsistent, the car can easily experience unintended yaw motion. In extreme cases, this can even cause the car to spin out, which can easily lead to serious road accidents. Therefore, steering stability intervention technology has emerged.

[0003] Currently, steering stability intervention technology relies on determining the driver's desired yaw rate based on real-time steering wheel rotation, and then intervenes based on the difference between this desired yaw rate and the actual yaw rate of the wheels. However, most drivers struggle to accurately and stably control the vehicle in unusual situations, and may even engage in dangerous behaviors such as swerving when panicked.

[0004] Therefore, there are great safety risks in performing steering intervention based on driver operations.

[0005] Summary of the Invention

[0006] An embodiment of the present application provides a control method and related equipment. When a vehicle experiences unexpected or abnormal yaw, an adjustment amount is determined by the average yaw angular velocity of the vehicle over a period of time before the abnormal yaw. The adjustment amount is used to intervene in the vehicle's steering to reduce or suppress the vehicle's abnormal yaw, thereby improving the safety and stability of the vehicle's driving.

[0007] The first aspect of the embodiment of the present application provides a control method. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (for example, a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device, or an external control device independent of the terminal device. The terminal device can be a movable device such as a vehicle or a robot. The method includes: obtaining a first yaw angular velocity, in the case of abnormal yaw of the terminal device, the first yaw angular velocity is related to the average yaw angular velocity of the terminal device in a first time period, and the first time period is earlier than the moment of abnormal yaw; obtaining the actual yaw angular velocity of the terminal device at the first moment, and the first moment is later than the end moment of the first time period; determining an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, and the adjustment amount is used to reduce the abnormal yaw.

[0008] Among them, the yaw angular velocity can be understood as the angular velocity of rotation around the Z axis, where the Z axis is the axis perpendicular to the plane where the terminal device is located (or understood as the up and down of the terminal device). Subsequent embodiments will be explained in conjunction with Figure 4 and will not be repeated here.

[0009] In an embodiment of the present application, when the vehicle experiences unexpected or abnormal yaw, an adjustment amount is determined by the average yaw angular velocity of the vehicle over a period of time before the abnormal yaw. The adjustment amount is used to provide feedback intervention on the vehicle's steering to reduce or suppress the vehicle's abnormal yaw, thereby improving the safety and stability of the vehicle's driving.

[0010] Optionally, in a possible implementation of the first aspect, the above-mentioned terminal device also includes a steering component, which is used for the operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.

[0011] In this possible implementation, abnormal vehicle sway often represents a transient instability. If the terminal device continues to use the average angular velocity over a period of time to intervene in vehicle steering after an abnormal sway occurs, this will affect the driver's driving experience. Therefore, after the vehicle stabilizes, the driver's steering request can be responded to. This does not affect the driver's ability to perform steering, lane change, and obstacle avoidance maneuvers.

[0012] Optionally, in a possible implementation of the first aspect, the above-mentioned terminal device includes a rotation kit, which is used to realize the movement of the terminal device, and the rotation kit includes a first rotating component and a second rotating component, and the first rotating component and the second rotating component are coaxial. The method also includes: if a preset condition is met, it is determined that the terminal device has abnormal yaw; the preset condition includes one or more of the following: the second difference between the first torque and the second torque is greater than or equal to a first threshold, the terminal device also includes a speed control component, the speed control component is used for the operator to control the movement speed of the terminal device, the first torque is determined by the operator's operation of the speed control component, and the second torque is the actual torque at the rotation kit; the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference, and / or a speed difference.

[0013] In this possible implementation, the torque difference is introduced as a trigger condition for whether to start the steering protection, or the torque difference is used as a condition for activating active steering. This is especially true in scenarios where the traction control system (TCS) / anti-lock brake system (ABS) intervenes. By using the torque difference and threshold as conditions for whether to start the steering protection, the rationality of the timing of triggering the steering protection can be improved. In addition, for vehicles equipped with TCS / ABS, it is insufficient to detect unexpected yaw only by slip rate / wheel speed. Introducing the difference in driving / braking torque generated by TCS / ABS intervention as an auxiliary activation criterion can achieve a more accurate judgment of unexpected yaw. Moreover, the feedforward control amount is calculated by combining the two. Unexpected yaw motion can be effectively suppressed, reducing the burden on the feedback link.

[0014] Optionally, in a possible implementation of the first aspect, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0015] In this possible implementation, the above method can be applied to vehicle steering protection scenarios to improve the driver's driving safety and vehicle driving stability.

[0016] The second aspect of the embodiment of the present application provides a control method. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (for example, a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device, or an external control device independent of the terminal device. The terminal device can be a movable device such as a vehicle or a robot. The method is applied to a terminal device containing a rotation kit and a speed control component, the rotation kit is used to realize the movement of the terminal device, and the speed control component is used for the operator to control the movement speed of the terminal device, and the method includes: obtaining the actual torque of the rotation kit; determining the first torque based on the operator's operation of the speed control component; if the difference between the actual torque and the first torque is greater than or equal to the first threshold, determining to start the steering protection, and the steering protection is used to reduce the abnormal lateral swing of the terminal device.

[0017] In the embodiment of the present application, the torque difference is introduced as a trigger condition for whether to start the steering protection, or the torque difference is used as a condition for activating active steering. This is especially true in scenarios where the traction control system (TCS) / anti-lock brake system (ABS) is involved. By using the torque difference and the threshold as conditions for whether to start the steering protection, the rationality of the timing of triggering the steering protection can be improved. In addition, for vehicles equipped with TCS / ABS, it is insufficient to detect unexpected yaw only by slip rate / wheel speed. By introducing the difference in driving / braking torque generated by TCS / ABS intervention as an auxiliary activation criterion, a more accurate judgment of unexpected yaw can be achieved. Moreover, the feedforward control quantity is calculated by combining the two. Unexpected yaw motion can be effectively suppressed, reducing the burden on the feedback link.

[0018] Optionally, in a possible implementation manner of the second aspect, the above steps further include: determining an adjustment amount based on the difference, where the adjustment amount is used to control the lateral state of the terminal device.

[0019] In this possible implementation, the adjustment amount is determined by the difference, and the swing state of the terminal device is then controlled to improve the motion stability of the terminal device.

[0020] Optionally, in a possible implementation manner of the second aspect, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0021] In this possible implementation, the above method can be applied to vehicle steering protection scenarios to improve the driver's driving safety and vehicle driving stability.

[0022] A third aspect of an embodiment of the present application provides a control device. The control device includes: an acquisition unit configured to acquire a first yaw angular velocity, wherein, in the event of abnormal yaw of a terminal device, the first yaw angular velocity is related to an average yaw angular velocity of the terminal device within a first time period, the first time period being earlier than the moment of the abnormal yaw; the acquisition unit further configured to acquire an actual yaw angular velocity of the terminal device at a first moment, the first moment being later than the end of the first time period; and a determination unit configured to determine an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, the adjustment amount being used to reduce the abnormal yaw.

[0023] Optionally, in a possible implementation of the third aspect, the above-mentioned terminal device also includes a steering component, which is used for the operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.

[0024] Optionally, in a possible implementation of the third aspect, the above-mentioned terminal device includes a rotation kit, which is used to realize the movement of the terminal device, and the rotation kit includes a first rotating component and a second rotating component, and the first rotating component and the second rotating component are coaxial; the determination unit is also used to determine that the terminal device has abnormal yaw if a preset condition is met; the preset condition includes one or more of the following: the second difference between the first torque and the second torque is greater than or equal to a first threshold, the terminal device also includes a speed control component, the speed control component is used for the operator to control the movement speed of the terminal device, the first torque is determined by the operator's operation of the speed control component, and the second torque is the actual torque at the rotation kit; the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference, and / or a speed difference.

[0025] Optionally, in a possible implementation of the third aspect, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0026] A fourth aspect of the embodiments of the present application provides a control device. The control device includes: an acquisition unit for acquiring an actual torque of a rotational assembly in a terminal device, the rotational assembly being used to achieve movement of the terminal device; a determination unit for determining a first torque based on an operator's operation of a speed control component in the terminal device, the speed control component being used by the operator to control the movement speed of the terminal device; and a determination unit for determining to initiate steering protection if the difference between the actual torque and the first torque is greater than or equal to a first threshold, the steering protection being used to reduce abnormal lateral swing of the terminal device.

[0027] Optionally, in a possible implementation manner of the fourth aspect, the above-mentioned determination unit is further used to determine an adjustment amount based on the difference, and the adjustment amount is used to control the swing state of the terminal device.

[0028] Optionally, in a possible implementation of the fourth aspect, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0029] The fifth aspect of the present application provides a vehicle, comprising the control device in the third aspect or any possible implementation of the third aspect, or comprising the control device in the fourth aspect or any possible implementation of the fourth aspect.

[0030] In a sixth aspect, the present application provides a control device, comprising: a processor, the processor being coupled to a memory, the memory being used to store programs or instructions, and when the programs or instructions are executed by the processor, the control device implements the method of the above-mentioned first aspect or any possible implementation of the first aspect, or implements the above-mentioned second aspect or any possible implementation of the second aspect.

[0031] In a seventh aspect, the present application provides a computer-readable medium having a computer program or instruction stored thereon. When the computer program or instruction runs on a computer, the computer executes the method of the aforementioned first aspect or any possible implementation of the first aspect, or the computer executes the method of the aforementioned second aspect or any possible implementation of the second aspect.

[0032] In an eighth aspect, the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the method in the aforementioned first aspect or any possible implementation of the first aspect, and enables the computer to execute the method in the aforementioned second aspect or any possible implementation of the second aspect.

[0033] Among them, the technical effects brought about by the third, fifth, sixth, seventh, and eighth aspects or any possible implementation methods thereof can refer to the technical effects brought about by the first aspect or different possible implementation methods of the first aspect, and will not be repeated here.

[0034] Among them, the technical effects brought about by the fourth, fifth, sixth, seventh, and eighth aspects or any possible implementation methods thereof can be referred to the technical effects brought about by the second aspect or different possible implementation methods of the second aspect, and will not be repeated here.

[0035] Through the technical solution provided by the present application, in the event of unexpected or abnormal yaw of the vehicle, an adjustment amount is determined by the average yaw angular velocity of the vehicle in a period of time before the abnormal yaw. The adjustment amount is used to provide feedback intervention on the vehicle's steering to reduce or suppress the vehicle's abnormal yaw, thereby improving the safety and stability of the vehicle's driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0037] FIG2 is a schematic diagram of an application scenario provided by an embodiment of the present application;

[0038] FIG3 is a flow chart of a control method provided in an embodiment of the present application;

[0039] FIG4 is a schematic diagram of a vehicle coordinate system provided in an embodiment of the present application;

[0040] FIG5 is a structural example diagram of a terminal device provided in an embodiment of the present application;

[0041] FIG6 is a schematic diagram of the arbitration process provided in an embodiment of the present application;

[0042] FIG7 is another flow chart of the data processing method provided in an embodiment of the present application;

[0043] FIG8 is a flow chart of decision logic 1 and decision logic 2 provided in an embodiment of the present application;

[0044] FIG9 is a schematic diagram of a system architecture provided in an embodiment of the present application;

[0045] FIG10 is a schematic structural diagram of a control device provided in an embodiment of the present application;

[0046] FIG11 is another schematic structural diagram of a control device provided in an embodiment of the present application;

[0047] FIG12 is another schematic diagram of the structure of the control device provided in an embodiment of the present application;

[0048] FIG13 is another schematic structural diagram of the control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] An embodiment of the present application provides a control method and related equipment. In the event of unexpected or abnormal yaw of a vehicle, an adjustment amount is determined by the average yaw angular velocity of the vehicle in a period of time before the abnormal yaw. The adjustment amount is used to provide feedback intervention on the vehicle's steering to reduce or suppress the vehicle's abnormal yaw, thereby improving the safety and stability of the vehicle's driving.

[0050] The embodiments of the present application are only described by way of example using the example of a terminal device being a vehicle. In practical applications, the terminal device may also be a two-wheeled coaxial carrier device (e.g., an electric cart, a balance car, etc.), a robot, or other mobile device. Among them, the vehicle may be an internal combustion engine vehicle using an engine as a power source, a hybrid vehicle using an engine and an electric motor as a power source, an electric vehicle using an electric motor as a power source, or other types of vehicles. The two-wheeled coaxial carrier device may be a device containing a rotating kit, which is used to realize the movement of the two-wheeled coaxial carrier device.

[0051] To facilitate understanding of this solution, the structure of the vehicle in the embodiment of this application is first introduced in conjunction with Figure 1. Please refer to Figure 1 first, which is a structural schematic diagram of a vehicle provided in the embodiment of this application. The vehicle can be an example diagram of the terminal device in the embodiment of this application.

[0052] The vehicle may include various subsystems, such as a travel system 102, a sensor system 104, a control system 106, one or more peripheral devices 108, a power source 110, and a user interface 116. Alternatively, the vehicle may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and component of the vehicle may be interconnected via wired or wireless (e.g., Bluetooth).

[0053] The travel system 102 may include components that provide powered movement for the vehicle. In one embodiment, the travel system 102 may include an engine 118 , an energy source 119 , a transmission 120 , and wheels 121 .

[0054] The engine 118 may be an internal combustion engine, an electric motor, an air compression engine, or a combination of other types of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine. The engine 118 converts the energy source 119 into mechanical energy. Examples of the energy source 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. The energy source 119 may also provide energy for other systems of the vehicle. The transmission 120 may transmit the mechanical power from the engine 118 to the wheels 121. The transmission 120 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 120 may also include other devices, such as a clutch. The drive shaft may include one or more shafts that can be coupled to the wheels 121.

[0055] The sensor system 104 may include several sensors that sense information about the vehicle's location. For example, the sensor system 104 may include a positioning system 122 (the positioning system may be a global positioning system (GPS) system, or a BeiDou system or other positioning system), an inertial measurement unit (IMU) 124, a radar 126, a laser rangefinder 128, and a camera 130. The sensor system 104 may also include sensors of the monitored vehicle's internal systems (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). The sensing data from one or more of these sensors may be used to detect objects and their corresponding characteristics (e.g., position, shape, direction, speed, etc.). This detection and recognition is a key function for the safe operation of autonomous vehicles.

[0056] Among them, the positioning system 122 can be used to estimate the geographic location of the vehicle, such as the latitude and longitude information of the vehicle's location. The IMU 124 is used to sense the position and orientation changes of the vehicle based on inertial acceleration. In one embodiment, the IMU 124 can be a combination of an accelerometer and a gyroscope. The radar 126 can use radio signals to sense objects in the vehicle's surrounding environment, and can specifically be a millimeter wave radar or a laser radar. In some embodiments, in addition to sensing objects, the radar 126 can also be used to sense the speed and / or direction of travel of objects. The laser rangefinder 128 can use lasers to sense objects in the environment in which the vehicle is located. In some embodiments, the laser rangefinder 128 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components. The camera 130 can be used to capture multiple images of the vehicle's surrounding environment. The camera 130 can be a still camera or a video camera.

[0057] The control system 106 controls the operation of the vehicle and its components and may include various components, including a steering system 132 , an accelerator 134 , a brake unit 136 , an electronic control unit (ECU) 138 , and a body control module (BCM) 140 .

[0058] The steering system 132 is operable to adjust the vehicle's forward direction. For example, in one embodiment, it may be a steering wheel system. The throttle 134 is used to control the operating rate of the engine 118 and, in turn, the vehicle's speed. The brake unit 136 is used to control vehicle deceleration. The brake unit 136 may use friction to slow the wheels 121. In other embodiments, the brake unit 136 may convert the kinetic energy of the wheels 121 into electrical current. The brake unit 136 may also take other forms to slow the rotational speed of the wheels 121 and thus control the vehicle's speed. The vehicle electronic control unit 138 may be implemented as a single ECU or multiple ECUs on the vehicle, configured to communicate with the peripheral devices 108 and the sensor system 104. The vehicle ECU 138 may include at least one processor 1381 and memory 1382 (read-only memory, ROM). The at least one processor may be implemented or executed using one or more general-purpose processors, content-addressable memory, digital signal processors, application-specific integrated circuits, field-programmable gate arrays, any suitable programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. In particular, the at least one processor may be implemented as one or more microprocessors, controllers, microcontroller units (MCUs), or state machines. Furthermore, the at least one processor may be implemented as a combination of computing devices, such as a digital signal processor or a microprocessor, multiple microprocessors, one or more microprocessors combined with a digital signal processor core, or any other combination of such configurations. ROM may provide storage for data, including, in this application, storage of addresses, routes, and driving directions.

[0059] BCM140 can provide ECU138 with information such as vehicle engine status, speed, gear position, steering wheel angle, etc.

[0060] The vehicle interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 108. Peripheral devices 108 may include a wireless communication system 146, a navigation system 148, a microphone 150, and / or a speaker 152. In some embodiments, peripheral devices 108 provide a means for the vehicle user to interact with user interface 116. For example, navigation system 148 may be implemented as part of an in-vehicle entertainment system, an in-vehicle display system, an in-vehicle instrument cluster, or the like. In one embodiment, navigation system 148 is implemented to include or collaborate with sensor system 104, which derives the vehicle's current geographic location in real time or substantially real time. Navigation system 148 is configured to provide navigation data to the vehicle's driver. The navigation data may include the vehicle's location data, suggested route planning driving instructions, and visible map information for the vehicle operator. Navigation system 148 may present this location data to the vehicle's driver via a display element or other presentation device. The current location of the vehicle may be described by one or more of the following: triangulated location, latitude / longitude location, x and y coordinates, or any other symbol or measurement indicating the geographic location of the vehicle.

[0061] The user interface 116 can also operate a navigation system 148 to receive user input. The navigation system 148 can be operated via a touch screen. The navigation system 148 provides route planning and navigation capabilities when the user enters geographic location values ​​for the starting and ending points. In other cases, the peripheral device 108 can provide a means for the vehicle to communicate with other devices located within the vehicle. For example, the microphone 150 can receive audio (e.g., voice commands or other audio input) from the user of the vehicle. Similarly, the speaker 152 can output audio to the user of the vehicle. The wireless communication system 146 can wirelessly communicate with one or more devices directly or via a communication network. For example, the wireless communication system 146 can use 3G cellular communication, such as code division multiple access (CDMA), EVDO, global system for mobile communications (GSM) / general packet radio service (GPRS), or 4G cellular communication, such as long term evolution (LTE), or 5G cellular communication. The wireless communication system 146 can use WiFi to communicate with a wireless local area network (WLAN). In some embodiments, the wireless communication system 146 may utilize infrared links, Bluetooth, or ZigBee to communicate directly with devices. Other wireless protocols, such as various vehicle communication systems, may be used. For example, the wireless communication system 146 may include one or more dedicated short range communications (DSRC) devices that may enable public and / or private data communications between vehicles and / or roadside stations.

[0062] Power source 110 can provide power to various components of the vehicle. In one embodiment, power source 110 can be a rechargeable lithium-ion or lead-acid battery. One or more battery packs of such batteries can be configured as a power source to provide power to various components of the vehicle. In some embodiments, power source 110 and energy source 119 can be implemented together, such as in some all-electric vehicles.

[0063] Alternatively, one or more of the above components may be installed or associated separately from the vehicle. For example, the memory 1382 may be partially or completely separate from the vehicle. The above components may be communicatively coupled together in a wired and / or wireless manner.

[0064] Optionally, the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 1 should not be understood as a limitation to the embodiments of the present application.

[0065] The above-mentioned vehicles can be cars, trucks, motorcycles, buses, boats, lawn mowers, recreational vehicles, amusement park vehicles, construction equipment, trams, golf carts, and carts, etc., and the embodiments of the present application do not make special limitations.

[0066] The above describes the architecture diagram of the system applicable to the embodiment of the present application in combination with Figure 1. In order to better understand the technical solution provided by the embodiment of the present application, the research ideas of the technical solution described in the present application are specifically explained below.

[0067] When describing the control system, Figure 1 mentions that the steering system can be used to adjust the vehicle's forward direction. For example, in one embodiment, this could be a steering wheel system. In the event of an abnormal vehicle roll, the driver can determine the desired roll angular velocity by turning the steering wheel in real time. However, most drivers have difficulty controlling the vehicle accurately and stably in abnormal situations, and may even engage in dangerous behaviors such as swerving in panic.

[0068] To address the above-mentioned problem, the present application provides a control method. In the event of abnormal yaw of the vehicle, an adjustment amount is determined by the average yaw angular velocity of the vehicle in a period of time before the abnormal yaw. The adjustment amount is used to provide feedback intervention on the vehicle's steering to reduce or suppress the abnormal yaw of the vehicle, thereby improving the safety and stability of the vehicle's driving.

[0069] Based on the above research ideas, the technical solution provided by this application is introduced in detail below.

[0070] First, the application scenarios to which the embodiments of the present application are applicable are illustrated with examples.

[0071] 1. Open road scene.

[0072] This scenario can be understood as the difference in adhesion between the road surface and the wheels. When driving on a divided road, this difference in adhesion between the wheels can cause unexpected lateral movement, especially during sudden acceleration or deceleration. If the driver, due to inexperience or panic, makes an incorrect operation, this can lead to serious consequences such as complete vehicle instability.

[0073] For example, the scenario may be as shown in Figure 2. The adhesion coefficients of the ground on which the right wheel and the left wheel of the vehicle are located are different.

[0074] 2. Other scenarios

[0075] Scenarios where there is a large difference in torque between the left and right wheels due to other road conditions.

[0076] It is understandable that the above-mentioned scenarios are just examples. In actual applications, they can also be applied to other scenarios (for example, scenarios caused by traffic accidents, etc.), which are not specifically limited here.

[0077] Figure 3 is a flow chart of a control method provided by an embodiment of the present application. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (for example, a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device (for example, the control system, sensor system, etc. in the vehicle of Figure 1), or it can be an external control device independent of the terminal device. The terminal device can be a movable device such as a vehicle or a robot. The method may include steps 301 to 303. Steps 301 to 303 are described in detail below using the method being executed by a control device as an example.

[0078] 301. Obtain a first yaw angular velocity.

[0079] The control device acquires a first yaw angular velocity. When the terminal device experiences abnormal yaw, the first yaw angular velocity is related to an average yaw angular velocity of the terminal device in a first time period. The first time period is earlier than the time of the abnormal yaw.

[0080] Specifically, the first yaw angular velocity is the average yaw angular velocity of the terminal device in the first time period. This step can also be understood as taking the average yaw angular velocity of the vehicle in a period of time before the abnormal yaw as the expected yaw angular velocity.

[0081] In order to facilitate the understanding of the yaw rate, the vehicle coordinate system is explained in conjunction with Figure 4, taking the terminal device as an example of a vehicle. The coordinate system includes an X-axis, a Y-axis, and a Z-axis. Among them, the Y-axis is the lateral symmetry axis of the vehicle (or understood as the front and back of the vehicle), the X-axis is the axis perpendicular to the Y-axis in the plane where the vehicle is located (or understood as the left and right of the vehicle), and the Z-axis is the axis perpendicular to the plane where the vehicle is located (or understood as the up and down of the vehicle). The yaw rate (Yaw) refers to the deflection of the vehicle around the vertical axis (ie, the Z-axis), and the magnitude of the deflection represents the stability of the car. The pitch rate (Pitch) refers to the deflection of the vehicle around the Y-axis. The roll angle (Roll) refers to the deflection of the vehicle around the X-axis.

[0082] Abnormal sway in the embodiments of the present application refers to unexpected swaying of a terminal device. For a vehicle, abnormal swaying may be primarily caused by different adhesion coefficients between the wheels on either side of the vehicle. The criteria for determining abnormal swaying may be as described in Decision Logic 1 or Decision Logic 2. Specifically, if Decision Logic 1 and / or Decision Logic 2 are met, the terminal device is determined to have experienced abnormal swaying.

[0083] The terminal device in the embodiments of the present application can be a vehicle (e.g., a new energy vehicle, a smart car, etc.), a robot, or other device with a steering function during movement. The rotation kit is used to achieve movement of the terminal device, and the rotation kit includes a first rotation component and a second rotation component, and the first rotation component and the second rotation component are coaxial.

[0084] For example, to facilitate subsequent understanding, the terminal device is only used as an example of a four-wheeled vehicle, and the various components or kits of the vehicle can be shown in Figure 5. That is, the first rotating component is the wheel on one side of the vehicle, and the second rotating component is the wheel on the other side of the vehicle. Figure 5 only uses the example of the first rotating component being the left wheel of the vehicle and the second rotating component being the right wheel of the vehicle. It can be understood that the first rotating component and the second rotating component in Figure 5 are relative concepts. For example, the first rotating component can also be the right wheel of the vehicle, and the second rotating component can be the left wheel of the vehicle, etc. The steering component is used by the operator (or driver) to control the direction of movement of the vehicle. In the example of Figure 5, the steering component can specifically be the steering wheel of the vehicle. The speed control component is used by the operator (or driver) to control the movement speed of the terminal device. In the example of Figure 5, the speed control component can specifically include an accelerator pedal and a brake pedal.

[0085] Step 302: Obtain the actual yaw angular velocity of the terminal device at the first moment.

[0086] The control device may also obtain an actual yaw angular velocity of the terminal device at a first moment, where the first moment is later than an end moment of the first time period.

[0087] In the embodiment of the present application, there are multiple ways to obtain the actual yaw angular velocity. It can be directly obtained through a yaw angular velocity sensor installed on the vehicle, or it can be indirectly obtained based on wheel speed, steering wheel, etc., and the specifics are not limited here.

[0088] Step 303: Determine an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity.

[0089] After obtaining the first yaw angular velocity and the actual yaw angular velocity, the control device may obtain a first difference between the first yaw angular velocity and the actual yaw angular velocity, and determine an adjustment amount based on the first difference, where the adjustment amount is used to reduce abnormal yaw.

[0090] The difference involved in the embodiments of the present application can be an absolute difference or a positive or negative difference, which is not specifically limited here.

[0091] Specifically, the first difference is input into a proportional-integrating-differential (PID) controller to calculate an adjustment amount, which is then fed back to the active steering actuator (or, for example, the steering system 132, the electronic control unit 138, or the vehicle controller 140 shown in FIG1 ) for adjustment. It will be appreciated that the PID controller used here is merely an example; in actual applications, the adjustment amount can also be calculated using other controllers or methods, and the specifics are not limited here.

[0092] The adjustment amount in the embodiment of the present application is mainly used to reduce abnormal lateral swing of the terminal device. The adjustment amount can be an adjustment amount of the steering angle or an active lateral swing torque, etc., which is not limited here.

[0093] In an embodiment of the present application, when a vehicle experiences unexpected or abnormal yaw, an adjustment is determined by measuring the average yaw angular velocity of the vehicle over a period of time prior to the abnormal yaw. This adjustment is used to intervene in the vehicle's steering to reduce or suppress the abnormal yaw, thereby improving the safety and stability of the vehicle. In other words, when a vehicle experiences abnormal or unexpected yaw, most drivers often find it difficult to effectively control the vehicle. The method provided in an embodiment of the present application can be applied when abnormal yaw occurs, using the average yaw angular velocity over a period of time prior to the abnormal yaw triggering as a target. This can maintain consistency in the vehicle's motion and improve vehicle and driver safety.

[0094] Furthermore, since abnormal vehicle roll is often a transient instability, if the vehicle continues to use the average angular velocity over a period of time to intervene in the vehicle's steering after an abnormal roll occurs, it will affect the driver's driving experience. Therefore, after the vehicle stabilizes, it can respond to the driver's steering request.

[0095] Specifically, after determining that the vehicle has eliminated transient instability caused by unexpected yaw, an adjustment can be calculated based on the target yaw rate (i.e., the first yaw rate under normal yaw) and the actual yaw rate, so that the vehicle can promptly respond to the driver's steering request after stabilization. That is, the terminal device also includes a steering component, which is used by the operator to control the movement direction of the terminal device. In the event of normal yaw of the terminal device, the first yaw rate is related to the operator's operation of the steering component. This operation is mainly used to control the direction of rotation of the vehicle. For example, the angle of the steering wheel (i.e., the steering component) is rotated.

[0096] For example, the first yaw rate can be determined using the following formula and the driver's steering operation. Specifically, the real-time desired yaw rate can be calculated based on the steering wheel angle and the yaw moment caused by the torque difference between the left and right wheels (e.g., using Formula 2, Formula 3, and Formula 4). Alternatively, the real-time desired yaw rate can be calculated based on the steering wheel angle (e.g., using Formula 2). The real-time desired yaw rate described above can be understood as the first yaw rate in a non-abnormal yaw situation.

[0097] Formula 1:

[0098] Formula 2:

[0099] Formula 3:

[0100] Among them, r ref is the first yaw angular velocity under normal yaw conditions; δ is the steering wheel angle, i.e., the steering wheel angle controlled by the driver; i is the steering system angular transmission ratio; M z The active yaw moment generated by the difference between the left and right side moments; v x is the longitudinal speed (i.e. the speed of the X axis shown in Figure 4); m is the mass of the vehicle; l f 、l r are the distances from the vehicle's center of mass to the front and rear axles respectively; L is the vehicle's wheelbase, L=l f +l r ; l f 、l r are the lateral stiffness of the front and rear axles respectively. Of course, if the vehicle is driving normally, M z Can be 0.

[0101] It is understood that the above formulas are only examples of determining the first yaw angular velocity. In actual applications, the first yaw angular velocity can also be determined using other formulas, which are not limited here. For example, the vehicle steering wheel angle can be obtained by a sensor system. Generally, there is a corresponding relationship between the vehicle's heading angle and the vehicle's steering wheel angle, and the corresponding vehicle steering wheel angle can also be determined based on the vehicle's heading angle. For different vehicles, the corresponding relationship between the vehicle's heading angle and the vehicle's steering wheel angle varies, and the embodiments of the present application do not limit this.

[0102] This approach avoids transient instability caused by driver error when encountering abnormal vehicle yaw. Furthermore, once the risk of transient instability has been eliminated, the arbitration module design does not affect the driver's ability to perform steering, lane change, and obstacle avoidance maneuvers.

[0103] Since the first yaw angular velocity has two conditions mentioned above, the first is the average yaw angular velocity of the vehicle in the period before the abnormal yaw occurs. The second is the yaw angular velocity determined by the driver's steering operation during normal or non-abnormal yaw (or second yaw angular velocity). In the specific implementation process, the selection of the two can be understood as an arbitration process.

[0104] When unexpected or abnormal yaw occurs, the control device can set the desired yaw rate (i.e., the first yaw rate) as the yaw rate timing signal (i.e., the average yaw rate). Based on this, an arbitration mechanism is also established to ensure that the vehicle can respond promptly to the driver's commands while maintaining stability. The arbitration process described above can be shown in Figure 6. The specific arbitration logic is as follows: when the absolute value of the first difference between the actual yaw rate and the average yaw rate is less than a preset threshold and persists for a set threshold, the vehicle has eliminated the risk of transient instability. The preset threshold is specifically a preset angular velocity threshold (e.g., 0.05 radians per second). The set threshold can be a preset time period (e.g., 0.2 seconds) or a preset cumulative number of times (e.g., 20 times). The control device will switch the first yaw rate from the average yaw rate to the second yaw rate (i.e., the yaw rate determined based on the driver's real-time steering wheel signal) and then calculate an adjustment based on the actual yaw rate.

[0105] In addition, embodiments of the present application also provide another control method that can be used to trigger the activation of steering protection, which is used to reduce abnormal lateral swing of a terminal device due to operator error. For example, this method can be applied to determining abnormal lateral swing in the embodiment shown in Figure 3. It can also be applied to other methods for activating steering protection, which are not specifically limited here.

[0106] Figure 7 is a flow chart of a control method provided by an embodiment of the present application. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (for example, a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device (for example, the control system, sensor system, etc. in the vehicle of Figure 1), or it can be an external control device independent of the terminal device. The terminal device can be a movable device such as a vehicle or a robot. The method may include steps 701 to 704. Steps 701 to 704 are described in detail below, taking the execution of the method by a control device as an example.

[0107] First, the terminal device to which the method of this embodiment is applicable is described. This method is applied to a terminal device comprising a rotational assembly and a speed control component. The rotational assembly is used to achieve movement of the terminal device, and the speed control component is used by an operator to control the movement speed of the terminal device. For example, in the case of a vehicle, the rotational assembly includes both wheels of the vehicle, the rotational assembly includes a steering wheel, and the speed control component includes one or more of the following: an accelerator pedal and a brake pedal.

[0108] Step 701: Obtain the actual torque of the rotating assembly.

[0109] In the embodiment of the present application, there are multiple ways for the control device to obtain the actual torque of the rotation kit. It can be obtained through the motor torque sensor of the terminal device, or it can be obtained based on the wheel cylinder pressure sensor, etc., and the specifics are not limited here.

[0110] For example, when the terminal device is a vehicle, the actual torque can be understood as the current torque measured by the sensor at the wheel. When the vehicle includes four wheels, the actual torque can include the torque at the four wheels.

[0111] In step 702 , a first torque is determined based on an operator's operation of a speed control component.

[0112] The control device may also determine the first torque based on an operator's (or driver's) operation of a speed control component. This first torque may also be referred to as the operator's required torque. There are various scenarios for the speed control component. For example, if the terminal device is a vehicle, the speed control component may include one or more of the following: the vehicle's accelerator pedal, brake pedal, and various throttle levels. The operator's operation of the speed control component may include the distance / travel of the accelerator or brake pedal.

[0113] Step 703: If the difference between the actual torque and the first torque is greater than or equal to the first threshold, it is determined to start the steering protection, which is used to reduce abnormal lateral swing of the terminal device.

[0114] After the control device obtains the actual torque and the first torque, if the difference between the actual torque and the first torque is greater than or equal to a first threshold, it determines to activate the steering protection. The steering protection is used to reduce abnormal lateral swing of the terminal device.

[0115] The steering protection may be the method of the embodiment shown in FIG3 , or may be other steering protection methods, which are not specifically limited here.

[0116] In the embodiment of the present application, the difference in parameters related to the number of rotating parts (e.g., torque, subsequent slip rate, wheel speed, etc.) is different. In one possible implementation, when the terminal device includes one axle rotation kit (e.g., the vehicle includes 2 wheels), the difference is specifically the absolute difference between the rotating parts on one side and the rotating parts on the other side. In another possible implementation, when the terminal device includes two axle rotation kits (e.g., the vehicle includes 4 wheels), the difference is specifically the difference between the sum of the front and back of the rotating parts on one side and the sum of the front and back of the rotating parts on the other side.

[0117] For example, when the vehicle includes four wheels, the parameter difference can be obtained by using Formula 4.

[0118] Formula 4: f=(f l +r l )-(f r +r r ) ；

[0119] Among them, f l The parameter of the left front wheel, r l Indicates the parameters of the left rear wheel, f r Represents the parameters of the right front wheel, r r Indicates the parameters of the right rear wheel.

[0120] It is understandable that the above formula 4 is only an example of determining the difference. In practical applications, the difference can also be determined by other formulas, for example, f=f l -f r +r l -r r Etc., no specific limitation is made here.

[0121] Step 704: Determine an adjustment amount based on the difference, where the adjustment amount is used to control the yaw state of the device. This step is optional.

[0122] Optionally, after determining the difference between the actual torque and the first torque, an adjustment amount for controlling the sway state of the device may be determined based on the difference, and the adjustment amount may be used to perform sway adjustment on the terminal device.

[0123] Specifically, the difference is input into the PID controller to calculate the adjustment amount, and the adjustment amount is fed back to the active steering actuator (or, for example, the steering system 132, the electronic control unit 138 or the vehicle controller 140 shown in Figure 1) for adjustment.

[0124] The adjustment amount in the embodiment of the present application is mainly used to reduce abnormal lateral swing of the terminal device. The adjustment amount can be an adjustment amount of the steering angle or an active lateral swing torque, etc., which is not limited here.

[0125] The timing between the steps in this embodiment is not limited. For example, step 701 can be before step 702 or after step 702. The specific timing is not limited here.

[0126] In one possible implementation, the method of this embodiment includes steps 701 to 703. In another possible implementation, the method of this embodiment includes steps 701 to 704.

[0127] In this embodiment, the torque difference is introduced as a trigger condition for whether to start the steering protection, or the torque difference is used as a condition for activating active steering. This is especially true in scenarios where the traction control system (TCS) / anti-lock brake system (ABS) intervenes. By using the torque difference and threshold as conditions for whether to start the steering protection, the rationality of the timing of triggering the steering protection can be improved. In addition, for vehicles equipped with TCS / ABS, it is insufficient to detect unexpected yaw only by slip rate / wheel speed. Introducing the difference in driving / braking torque generated by TCS / ABS intervention as an auxiliary activation criterion can achieve a more accurate judgment of unexpected yaw. Moreover, the feedforward control quantity is calculated by combining the two. Unexpected yaw motion can be effectively suppressed, reducing the burden on the feedback link.

[0128] Furthermore, the torque difference shown in Figure 7 can serve as a trigger condition for steering protection, or as an auxiliary trigger condition for steering protection. That is, in addition to the torque difference, the steering protection trigger condition can also include a parameter difference between the first and second rotating components. This parameter difference can include one or more of the following: slip ratio difference, wheel speed difference, etc.

[0129] It is understood that the determination of abnormal lateral swing in the embodiment shown in FIG3 is similar to the trigger conditions described above. Alternatively, it can be understood that the trigger conditions described in the embodiment shown in FIG7 can be used to trigger the steps of the embodiment shown in FIG3 . In the embodiment shown in FIG3 , the conditions for determining that the terminal device has experienced abnormal lateral swing include multiple situations. That is, if the preset conditions are met, the control device determines that the terminal device has experienced abnormal lateral swing. The aforementioned preset conditions include one or more of the following:

[0130] The second difference between the first torque and the second torque is greater than or equal to the first threshold value. The terminal device also includes a speed control component, which is used for the operator to control the movement speed of the terminal device. The first torque is determined by the operator's operation of the speed control component, and the second torque is the actual torque at the rotation kit; it can also be called the judgment logic 2 of the steering protection trigger.

[0131] The parameter difference between the first rotating component and the second rotating component is greater than or equal to a second threshold, and the parameter difference includes a slip ratio difference and / or a rotation speed difference. This can also be referred to as decision logic 1 for triggering the steering protection.

[0132] The judgment logic 1 and judgment logic 2 in the embodiment of the present application can be used separately or in combination, and the specific details are not limited here. For vehicles equipped with TCS or ABS functions, if the TCS and ABS functions have been triggered, the difference in slip rates between the wheels on both sides may not be large at this time, and the slip rate alone may not be sufficient to determine the activation of the active steering function. Therefore, in this case, based on the TCS / ABS intervention torque of the coaxial left and right wheels, it is determined whether the absolute value of the wheel speed difference is greater than a given threshold. This can improve the rationality of triggering the activation of active steering (i.e., starting steering protection).

[0133] The following describes the above-mentioned decision logic 1 and decision logic 2 for triggering the steering protection with reference to Figure 8. As long as either decision logic 1 or decision logic 2 holds true, it is determined that the active steering function is activated.

[0134] In decision logic 1, a wheel speed difference can be determined based on the wheel speeds of the rotational assembly, and active steering activation can be determined based on whether the wheel speed difference is greater than or equal to a second threshold. Alternatively, a slip ratio difference can be determined based on the vehicle speed and wheel speeds of the rotational assembly, and active steering activation can be determined based on whether the slip ratio is greater than or equal to a second threshold. In other words, in decision logic 1, if accurate vehicle speed information cannot be obtained, the wheel speed difference between the left and right wheels can be directly calculated, and active steering activation can be determined based on the wheel speed difference and the second threshold.

[0135] In the embodiment of the present application, the slip ratio can be calculated using the following formula 5.

[0136] Formula 5:

[0137] Where i is a wheel. For a four-wheeled vehicle, the value range of i is 1-4; K i is the slip ratio, v xi is the longitudinal velocity at the center of each wheel, R is the wheel radius, ω i is the rolling angular velocity of the wheel, when v xi <Rω i When v xi >Rω i When , the vehicle is in braking condition, and the slip rate is defined as negative.

[0138] It is understandable that the above formula 5 is only an example of calculating the slip rate. In actual applications, the slip rate can also be determined by other formulas, which are not limited here.

[0139] The specific calculation formulas for the above-mentioned slip ratio difference, wheel speed difference, and torque difference can be obtained by the aforementioned formula 2 or other methods, and are not limited here.

[0140] In addition, the embodiment of the present application provides a system architecture, which may include the embodiment shown in Figure 3, the embodiment shown in Figure 7, and the embodiment shown in Figure 8. Please refer to Figure 9, which shows a system architecture provided by the embodiment of the present application.

[0141] The system architecture includes: decision logic 1, decision logic 2, a feedforward control link, and a feedback control link 1. Optionally, the system architecture may further include a feedback control link 2.

[0142] Among them, the judgment logic 1 and the judgment logic 2 can refer to the description in the embodiment shown in Figure 8 above. The feedforward control link 1 is used to determine the feedforward adjustment amount according to the slip rate difference, wheel speed difference or torque difference between the left and right sides of the coaxial axis in the judgment logic (1 or 2).

[0143] Feedback control component 1 is used to determine a first feedback adjustment amount (i.e., the adjustment amount in the embodiment shown in FIG3 ) based on a first difference between the average yaw angular velocity (i.e., the first yaw angular velocity under abnormal yaw) and the actual yaw angular velocity when active steering protection is triggered (or understood as abnormal yaw of the terminal device). For details, please refer to the adjustment amount in the embodiment shown in FIG3 , and will not be repeated here.

[0144] Feedback control link 2 is mainly used to determine the second feedback adjustment amount according to the deviation between the actual driving direction of the terminal device and the target driving direction. The above-mentioned feedback control link 2 is optional.

[0145] It can be understood that the above-mentioned adjustment amounts (for example, feedforward adjustment amount, first feedback adjustment amount, second feedback adjustment amount) can be applied to full-wire steering scenarios, and can also be applied to Electric Power Steering (EPS) system scenarios, etc., and are not specifically limited here.

[0146] The acquisition of the feedforward adjustment amount can be shown in Figure 10. The feedforward adjustment amount in the feedforward control link is determined based on the parameter difference (eg, vehicle speed difference, slip ratio difference) in decision logic 1 and the torque difference in decision logic 2.

[0147] Specifically, in the judgment logic 1, the difference between the torque difference and the first threshold is calculated and the absolute value is taken, and then normalized. In the judgment logic 2, the difference between the parameter difference and the second threshold is calculated and the absolute value is taken, and then normalized. The above-mentioned normalized values ​​in the judgment logic 1 and the judgment logic 2 are input into the arbitration and filtering module. The arbitration and filtering module can select a value from the two normalized values ​​based on a certain rule (for example, selecting the one with the larger absolute value between the two). The arbitration and filtering module can also perform a weighted average of the two normalized values ​​to obtain a value. And the feedforward adjustment amount is obtained after the value is low-pass filtered. It can be understood that how the above-mentioned arbitration and filtering module determines the feedforward adjustment amount based on the two judgment logics is just an example. In actual applications, there may be other possibilities, which are not limited here.

[0148] In addition, to consider the direction of the subsequent adjustment, the difference can be calculated without taking its absolute value, i.e., retaining its sign. Alternatively, the sign can be used to determine the direction of the subsequent adjustment before taking its absolute value. This is not limited to the specifics here.

[0149] Optionally, a feedforward coefficient may be set, and the feedforward adjustment amount may be obtained by multiplying the low-pass filtering by the feedforward coefficient. The feedforward coefficient may be set according to actual needs and is not specifically limited here.

[0150] In this way, abnormal sway can be effectively suppressed, reducing the burden on the feedback link. Even without a feedback link, this link can effectively reduce the extent of abnormal sway when working independently, reducing the operator's operational burden and psychological pressure.

[0151] Specifically, in the feedback control link 2, the actual driving direction of the terminal device is first obtained, and then the target driving direction of the terminal device is obtained, and the second feedback adjustment amount is determined based on the deviation between the actual driving direction and the target driving direction. The second feedback adjustment amount is used to control the driving direction of the terminal device to be less than a certain range or consistent with the target driving direction. The actual driving direction can be determined by sensors such as cameras. The target driving direction can be determined by direction indications on the ground. The implementation of the feedback control link 2 depends on sensors such as cameras. Through the relative position information between the vehicle and the road, that is, the deviation of the lateral displacement and the heading angle, the second feedback adjustment amount (for example, yaw moment) that keeps the vehicle in the existing lane / driving direction is calculated according to the preset gain coefficient. The main purpose of the feedback control link 2 is to improve the directional stability of the vehicle along the existing moving lane / driving direction when it has an abnormal yaw tendency.

[0152] In this embodiment, through the above-mentioned feedforward adjustment amount and feedback adjustment amount, the vehicle's swing state can be adjusted when the terminal device has abnormal swing, so that the terminal device can still effectively stabilize the driving direction when an abnormal swing trend occurs.

[0153] The control method in the embodiment of the present application is described above. The control device in the embodiment of the present application is described below. Please refer to Figure 11. An embodiment of the control device in the embodiment of the present application includes:

[0154] An acquiring unit 1101 is configured to acquire a first yaw angular velocity. When the terminal device experiences abnormal yaw, the first yaw angular velocity is related to an average yaw angular velocity of the terminal device during a first time period. The first time period is earlier than the time of the abnormal yaw. The rotation kit is configured to achieve movement of the terminal device.

[0155] The acquiring unit 1101 is further configured to acquire an actual yaw angular velocity of the terminal device at a first moment, where the first moment is later than an end moment of the first time period;

[0156] The determining unit 1102 is configured to determine an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, where the adjustment amount is used to reduce abnormal yaw.

[0157] Optionally, the terminal device further includes a steering component, which is used by an operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation on the steering component.

[0158] Optionally, the terminal device includes a rotation kit, which is used to realize the movement of the device, and the rotation kit includes a first rotating component and a second rotating component, and the first rotating component and the second rotating component are coaxial; the determination unit 1102 is also used to determine that the terminal device has abnormal yaw if a preset condition is met; the preset condition includes one or more of the following: the second difference between the first torque and the second torque is greater than or equal to a first threshold, the terminal device also includes a speed control component, the speed control component is used for the operator to control the movement speed of the terminal device, the first torque is determined by the operator's operation of the speed control component, and the second torque is the actual torque at the rotation kit; the parameter difference between the first rotating component and the second rotating component is greater than or equal to the second threshold, and the parameter difference includes a slip rate difference, and / or a speed difference.

[0159] Optionally, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0160] In this embodiment, the operations performed by each unit in the control device are similar to those described in the embodiments shown in Figures 1 to 6 and Figures 8 to 10 above, and will not be repeated here.

[0161] In this embodiment, when the vehicle experiences unexpected or abnormal yaw, the adjustment amount is determined by the average yaw angular velocity of the vehicle in a period of time before the abnormal yaw. The adjustment amount is used to provide feedback intervention on the vehicle's steering to reduce or suppress the vehicle's abnormal yaw, thereby improving the safety and stability of the vehicle's driving.

[0162] Referring to FIG. 12 , another embodiment of the control device in the embodiment of the present application includes:

[0163] An acquiring unit 1201 is configured to acquire an actual torque of a rotational assembly in a terminal device, where the rotational assembly is configured to achieve movement of the terminal device;

[0164] A determining unit 1202 is configured to determine a first torque based on an operator's operation of a speed control component in the terminal device, where the speed control component is used by the operator to control a movement speed of the terminal device;

[0165] The determination unit 1202 is configured to determine whether to start steering protection if the difference between the actual torque and the first torque is greater than or equal to a first threshold value. The steering protection is used to reduce abnormal lateral swing of the terminal device.

[0166] Optionally, the determining unit 1202 is further configured to determine an adjustment amount based on the difference, where the adjustment amount is used to control the lateral state of the terminal device.

[0167] Optionally, the terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

[0168] In this embodiment, the operations performed by each unit in the control device are similar to those described in the embodiments shown in Figures 1 to 5 and Figures 7 to 10 above, and will not be repeated here.

[0169] In this embodiment, the torque difference is introduced as a trigger condition for whether to start the steering protection, or the torque difference is used as a condition for activating active steering. This is especially true in scenarios where the traction control system (TCS) / anti-lock brake system (ABS) intervenes. By using the torque difference and threshold as conditions for whether to start the steering protection, the rationality of the timing of triggering the steering protection can be improved. In addition, for vehicles equipped with TCS / ABS, it is insufficient to detect unexpected yaw only by slip rate / wheel speed. Introducing the difference in driving / braking torque generated by TCS / ABS intervention as an auxiliary activation criterion can achieve a more accurate judgment of unexpected yaw. Moreover, the feedforward control quantity is calculated by combining the two. Unexpected yaw motion can be effectively suppressed, reducing the burden on the feedback link.

[0170] Referring to FIG. 13 , this application provides a schematic diagram of another control device. The control device may include a processor 1301, a memory 1302, and a communication port 1303. The processor 1301, the memory 1302, and the communication port 1303 are interconnected via a circuit. The memory 1302 stores program instructions and data.

[0171] The memory 1302 stores program instructions and data corresponding to the steps executed by the control device in the corresponding implementation modes shown in Figures 1 to 7 above.

[0172] The processor 1301 is configured to execute the steps performed by the control device in any of the embodiments shown in FIG. 1 to FIG. 7 .

[0173] The communication port 1303 can be used to receive and send data, and to execute the steps related to acquisition, sending, and receiving in any of the embodiments shown in FIG. 1 to FIG. 7 .

[0174] In one implementation, the control device may include more or fewer components relative to those in FIG13 . This application is merely an illustrative description and does not limit this.

[0175] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0176] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0177] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0178] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0179] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

Claims

1. A control method, characterized in that: The method comprises: Obtaining a first yaw angular velocity, where, in the event of abnormal yaw of the terminal device, the first yaw angular velocity is related to an average yaw angular velocity of the terminal device in a first time period, the first time period being earlier than a moment of the abnormal yaw; Acquire an actual yaw angular velocity of the terminal device at a first moment, where the first moment is later than an end moment of the first time period; An adjustment amount is determined based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, where the adjustment amount is used to reduce the abnormal yaw.

2. The method according to claim 1, characterized in that The terminal device further includes a steering component, which is used by an operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.

3. The method according to claim 1 or 2, characterized in that The terminal device includes a rotation kit, the rotation kit is used to achieve movement of the terminal device, the rotation kit includes a first rotation component and a second rotation component, the first rotation component and the second rotation component are coaxial, and the method further includes: If the preset conditions are met, determining that the terminal device has the abnormal yaw; The preset conditions include one or more of the following: A second difference between the first torque and the second torque is greater than or equal to a first threshold value, the terminal device further comprising a speed control component, the speed control component being used for an operator to control a movement speed of the terminal device, the first torque being determined by the operator operating the speed control component, and the second torque being an actual torque at the rotational assembly; A parameter difference between the first rotating component and the second rotating component is greater than or equal to a second threshold, and the parameter difference includes a slip ratio difference and / or a rotation speed difference.

4. The method according to any one of claims 1 to 3, characterized in that The terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

5. A control method, characterized in that: The method is applied to a terminal device comprising a rotation kit and a speed control component, wherein the rotation kit is used to realize the movement of the terminal device, and the speed control component is used for an operator to control the movement speed of the terminal device. The method comprises: Obtaining the actual torque of the rotating assembly; determining a first torque based on the operator's operation of the speed control component; If the difference between the actual torque and the first torque is greater than or equal to a first threshold, it is determined to start the steering protection, where the steering protection is used to reduce abnormal lateral swing of the terminal device.

6. The method according to claim 5, characterized in that The method further comprises: An adjustment amount is determined based on the difference, and the adjustment amount is used to control the swing state of the terminal device.

7. The method according to claim 5 or 6, characterized in that The terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

8. A control device, characterized in that: The control device includes: an acquiring unit, configured to acquire a first yaw angular velocity, wherein, in the case where the terminal device yaws abnormally, the first yaw angular velocity is related to an average yaw angular velocity of the terminal device in a first time period, the first time period being earlier than a moment of the abnormal yaw; The acquiring unit is further configured to acquire an actual yaw angular velocity of the terminal device at a first moment, where the first moment is later than an end moment of the first time period; A determining unit is configured to determine an adjustment amount based on a first difference between the first yaw angular velocity and the actual yaw angular velocity, wherein the adjustment amount is used to reduce the abnormal yaw.

9. The control device according to claim 8, characterized in that The terminal device further includes a steering component, which is used by an operator to control the movement direction of the terminal device; when the terminal device yaws normally, the first yaw angular velocity is related to the operator's operation of the steering component.

10. The control device according to claim 8 or 9, characterized in that The terminal device includes a rotation kit, the rotation kit is used to realize the movement of the terminal device, the rotation kit includes a first rotation component and a second rotation component, and the first rotation component and the second rotation component are coaxial; The determining unit is further configured to determine that the terminal device has experienced the abnormal yaw if a preset condition is met; The preset conditions include one or more of the following: A second difference between the first torque and the second torque is greater than or equal to a first threshold value, the terminal device further comprising a speed control component, the speed control component being used for an operator to control a movement speed of the terminal device, the first torque being determined by the operator operating the speed control component, and the second torque being an actual torque at the rotational assembly; A parameter difference between the first rotating component and the second rotating component is greater than or equal to a second threshold, and the parameter difference includes a slip ratio difference and / or a rotation speed difference.

11. The control device according to any one of claims 8 to 10, characterized in that The terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

12. A control device, characterized in that: The control device includes: an acquisition unit, configured to acquire an actual torque of a rotational assembly in a terminal device, wherein the rotational assembly is configured to realize movement of the terminal device; a determining unit, configured to determine a first torque based on an operation of a speed control component in the terminal device by the operator, wherein the speed control component is used by the operator to control a movement speed of the terminal device; The determination unit is used to determine to start steering protection if the difference between the actual torque and the first torque is greater than or equal to a first threshold, and the steering protection is used to reduce abnormal lateral swing of the terminal device.

13. The control device according to claim 12, characterized in that The determining unit is further configured to determine an adjustment amount based on the difference, where the adjustment amount is used to control the swing state of the terminal device.

14. The control device according to claim 12 or 13, characterized in that The terminal device is a vehicle, and the rotation kit includes a wheel on one side and a wheel on the other side of the vehicle.

15. A vehicle, characterized in that: The vehicle includes the control device according to any one of claims 8 to 14.

16. A control device, characterized in that: include: A processor, the processor being coupled to a memory, the memory being used to store programs or instructions, which, when executed by the processor, causes the control device to perform the method as claimed in any one of claims 1 to 4, or causes the control device to perform the method as claimed in any one of claims 5 to 7.

17. A computer storage medium, characterized in that The method comprises computer instructions, which, when executed on a control device, cause the control device to execute the method according to any one of claims 1 to 7.

18. A computer program product, characterized in that When the computer program product is run on a computer, the computer is caused to perform the method according to any one of claims 1 to 7.

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