Vehicle in-situ turning-around control method and device, vehicle, computer equipment and medium

Abstract

The invention relates to a vehicle in-situ turning-around control method and device, a vehicle, computer equipment and a medium. A front wheel electric drive master control in a vehicle is connected with a rear wheel electric drive master control, and the method comprises the steps that after it is determined that in-situ U-turn preconditions of the vehicle pass inspection, an in-situ U-turn pre-entering strategy is executed on a rear wheel electric drive, and a left rear wheel and a right rear wheel of the vehicle are in a clamping braking state; when it is monitored that the current vehicle speed is 0, the steering state of the vehicle is determined; if the steering state is left steering in place, the clamping brake state of the right rear wheel is relieved; or if the steering state is right steering in place, the clamping brake state of the left rear wheel is relieved; and after an accelerator pedal effective signal of the vehicle is received and the front wheel electric drive is in the in-situ turning working state, the front wheel electric drive is controlled to output a target rotating speed value. By means of the steps of the method, when the vehicle turns around in situ, the output rotating speed values of the front wheel motor and the rear wheel motor can be accurately adjusted in time, and the driving experience feeling is improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle electric drive control technology, and in particular, to a method, device, vehicle, computer equipment and medium for controlling a vehicle turning on the spot. Background Art

[0002] In modern automotive technology, the optimization of the steering control strategy when the vehicle turns is crucial to improving the driving experience. At present, the traditional steering control scheme mainly relies on the VCU (Vehicle Control Unit, vehicle controller) to dominate, that is, the VCU serves as the communication intermediary between the MCUR (Motor Control Unit Rear drive, rear drive controller) and the MCUF (Motor Control Unit Forerunner, front drive controller), and when the MCUR, VCU and MCUF communicate commands, they also need to use the CAN (Controller Area Network, Controller Area Network Bus) to realize the transmission of commands. This communication method causes each interaction cycle (for example, MCUR sends commands to MCUF through VCU) to take at least 20 milliseconds, and the traditional steering control scheme has a large communication delay. This will cause the output speed value of the front wheel motor or rear wheel motor of the vehicle to fluctuate greatly due to the uneven ground when the vehicle turns in place. If the traditional steering control scheme is used to adjust the front wheel motor or rear wheel motor, it will be difficult for the VCU to make timely adjustments to the output speed value of the front wheel motor or rear wheel motor due to the communication delay. Summary of the invention

[0003] In response to the above-mentioned deficiencies or shortcomings, the present application provides a vehicle turn-on-the-spot control method, device, vehicle, computer equipment and medium, which can timely and accurately adjust the output speed value of the front wheel motor or the rear wheel motor when the vehicle turns on the spot, thereby improving the driving experience.

[0004] According to a first aspect, the present application provides a method for controlling a vehicle turning in situ, wherein a front wheel electric drive master control in a vehicle is connected to a rear wheel electric drive master control, and the front wheel electric drive and the rear wheel electric drive of the vehicle are used to independently provide driving torque for the front wheel and the rear wheel of the vehicle, respectively. The method is applied to the rear wheel electric drive master control, and the method comprises:

[0005] After determining that the vehicle has passed the pre-condition check for turning in place, the pre-entry strategy for turning in place is executed on the rear-wheel electric drive, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping braking state;

[0006] When the current vehicle speed is detected to be 0, the steering state of the vehicle is determined;

[0007] If the steering state is fully turned to the left, the clamping brake state of the right rear wheel is released; or, if the steering state is fully turned to the right, the clamping brake state of the left rear wheel is released;

[0008] After receiving a valid signal from the vehicle's accelerator pedal and the front-wheel electric drive is already in the on-the-spot U-turn working state, the front-wheel electric drive is controlled to output a target speed value to complete the vehicle's on-the-spot U-turn action.

[0009] In some embodiments, before determining that the vehicle passes the pre-condition check for turning around in place, the method further includes:

[0010] In response to receiving a U-turn entry instruction, determining whether a current speed value of the rear-wheel electric drive is less than a preset first braking threshold and whether the vehicle is in a braking state while maintaining a high-voltage standby strategy for the rear-wheel electric drive;

[0011] If the current speed value of the rear wheel electric drive is less than the first braking threshold and the vehicle is in a braking state, the precondition check strategy is executed;

[0012] Among them, when the high-voltage standby strategy is executed on the rear-wheel electric drive, the output torque of the rear-wheel electric drive is 0.

[0013] In some embodiments, the precondition check strategy includes checking the validity of received vehicle speed signals, steering wheel signals, electric power steering system angle signals, accelerator pedal signals, and electronic parking brake system status signals, checking whether the fault level of the front-wheel electric drive master control or the rear-wheel electric drive master control itself is less than a preset first level threshold, and checking whether the current vehicle speed is less than a preset first braking speed value. Executing the precondition check strategy, the method includes:

[0014] Perform signal validity check, fault level check and vehicle stationary state check;

[0015] If the result of the signal validity check is that all are valid, the fault level check is passed, and the result of the vehicle stationary state check is stationary, it is determined that the vehicle's turn-on-place precondition check has passed;

[0016] If the result of the signal validity check is that there is a failure signal, or the fault level check fails, or the result of the vehicle stationary state check is that it is not stationary, it is determined that the vehicle's turn-on-place precondition check fails.

[0017] In some embodiments, a pre-entry strategy for turning in situ is performed on the rear electric drive of the vehicle, and the method includes:

[0018] Apply clamping brakes to the left and right rear wheels of the vehicle to reduce the vehicle speed to zero.

[0019] A pre-entry signal for turning on the spot is sent to the front-wheel electric drive master control, so that the front-wheel electric drive master control reduces the speed value of its front-wheel electric drive to 0, or performs a clamping brake operation on the front wheels of the vehicle.

[0020] In some embodiments, a vehicle control unit of a vehicle responds to a U-turn instruction from a driver, detects and obtains environmental information around the vehicle body through a reversing radar of the vehicle, and turns the front wheels of the vehicle to the left or right side in front of the front of the vehicle according to the environmental information; determines the steering state of the vehicle, and the method includes:

[0021] Determine whether the vehicle has turned left;

[0022] If the vehicle has not turned left, determine whether the vehicle has turned right;

[0023] If the vehicle has not turned right, the process returns to the step of executing the pre-entry strategy of turning in situ for the rear-wheel electric drive of the vehicle;

[0024] Among them, if the vehicle has turned left, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the left side in front of the vehicle, or if the vehicle has turned right, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the right side in front of the vehicle.

[0025] In some embodiments, whether the front wheel electric drive has entered the on-site U-turn state is determined by the front wheel electric drive master control; when the clamping brake state of the right rear wheel is released, the method further includes:

[0026] If the release of the clamping brake state of the right rear wheel fails, or the front wheel electric drive does not enter the on-site U-turn state, the step of releasing the clamping brake state of the left rear wheel is entered;

[0027] When releasing the clamping brake state of the left rear wheel, the method further comprises:

[0028] If the release of the clamping brake state of the left rear wheel fails, or the front-wheel electric drive has not yet entered the on-the-spot U-turn state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

[0029] In some embodiments, after releasing the clamping braking state of the right rear wheel or releasing the clamping braking state of the left rear wheel, the method further comprises:

[0030] Check whether the accelerator pedal valid signal is received and judge whether the accelerator pedal stepping function is valid accordingly;

[0031] If no valid signal from the accelerator pedal is received, or it is determined that the accelerator pedal's pedaling function has failed, or the front-wheel electric drive is not in the on-the-spot U-turn working state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the vehicle's rear-wheel electric drive.

[0032] In some embodiments, after controlling the front wheel electric drive to output the target speed value, the method further includes:

[0033] In response to the vehicle entering a fault state, executing a pre-exit strategy of turning around on the spot; wherein the fault state includes at least one of the following: the fault level of the front-wheel electric drive or the rear-wheel electric drive exceeds a set second-level threshold, or the electronic parking brake system fails;

[0034] The steps to implement the pre-exit strategy of turning around on the spot include:

[0035] Release the clamping brake state of all the vehicle wheels, reduce the output torque of the front and rear electric drives to the set torque threshold, ensure that the accelerator pedal function is in an effective state, and reduce the speed value of the front and rear electric drives output.

[0036] According to a second aspect, the present application provides a vehicle turn-on-place control device, wherein a front wheel electric drive main control in a vehicle is connected to a rear wheel electric drive main control, and the front wheel electric drive and the rear wheel electric drive of the vehicle are used to independently provide driving torque for the front wheel and the rear wheel of the vehicle, respectively. The device executes a turn-on-place control method, and the device includes:

[0037] A clamping brake execution module is used to execute a pre-entry strategy for the rear-wheel electric drive to turn the vehicle in place after determining that the pre-condition check for turning the vehicle in place has passed, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping brake state;

[0038] A steering state determination module is used to determine the steering state of the vehicle when the current vehicle speed is detected to be 0;

[0039] A clamping brake release module, used to release the clamping brake state of the right rear wheel if the steering state is the left steering position; or release the clamping brake state of the left rear wheel if the steering state is the right steering position;

[0040] The on-the-spot U-turn execution module is used to control the front-wheel electric drive to output a target speed value to complete the vehicle's on-the-spot U-turn action after receiving a valid signal from the vehicle's accelerator pedal and the front-wheel electric drive is in the on-the-spot U-turn working state.

[0041] According to a third aspect, the present application provides a vehicle, the vehicle comprising a front wheel electric drive master control, a rear wheel electric drive master control, a front wheel electric drive, a rear wheel electric drive and the above-mentioned on-the-spot U-turn control device;

[0042] Among them, the front wheel electric drive master control is connected to the rear wheel electric drive master control, the front wheel electric drive and the rear wheel electric drive are respectively used to independently provide driving torque for the front and rear wheels of the vehicle. After receiving the on-the-spot U-turn entry instruction, the on-the-spot U-turn control device implements the steps of any one of the vehicle on-the-spot U-turn control methods in the above-mentioned embodiments.

[0043] According to a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of any one of the vehicle turn-on-the-spot control methods in the above-mentioned embodiments are implemented.

[0044] According to a fifth aspect, the present application provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of any one of the vehicle turn-on-the-spot control methods in the above-mentioned embodiments are implemented.

[0045] The vehicle turn-on-the-spot control method of the above-mentioned embodiment can be applied to the MCUR, which, after determining that the vehicle's turn-on-the-spot pre-condition check has passed, executes the turn-on-the-spot pre-entry strategy for the rear-wheel electric drive, so that the left and right rear wheels of the vehicle are in a clamping braking state; when the current vehicle speed is monitored to be 0, the steering state of the vehicle is determined; if the steering state is the left steering position, the clamping braking state of the right rear wheel is released; or, if the steering state is the right steering position, the clamping braking state of the left rear wheel is released; after receiving the effective signal of the vehicle's accelerator pedal and the front-wheel electric drive is in the turn-on-the-spot working state, the front-wheel electric drive is controlled to output the target speed value. The steps of the above-mentioned method can timely and accurately adjust the output speed values ​​of the front and rear wheel motors when the vehicle turns on the spot, thereby improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A schematic diagram of a vehicle environment in which a vehicle turn-around control method is applied in one or more embodiments of the present application;

[0047] Figure 2 A flow chart of a vehicle turn-around control method in one or more embodiments of the present application;

[0048] Figure 3 A flow chart of a vehicle speed determination method before executing a precondition check strategy in one or more embodiments of the present application;

[0049] Figure 4 A flowchart of a method for checking preconditions before performing a U-turn on the spot on a vehicle in one or more embodiments of the present application;

[0050] Figure 5 A flow chart of a sufficient braking method before performing a stationary U-turn on a vehicle in one or more embodiments of the present application;

[0051] Figure 6 A flow chart of a method for determining the direction and sufficiency of a turning angle before performing a U-turn on the spot on a vehicle in one or more embodiments of the present application;

[0052] Figure 7A flow chart of a method for determining the effectiveness of an accelerator pedal before performing a turn-around action on a vehicle in one or more embodiments of the present application;

[0053] Figure 8 A flow chart of vehicle turn-around control in another embodiment of the present application;

[0054] Fig. 9 A structural diagram of a vehicle turn-on-site control device in one or more embodiments of the present application;

[0055] Fig.10 This is a diagram of the internal structure of a computer device in one or more embodiments of the present application. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] The present application provides a vehicle turn-around control method, which is applied to Figure 1 In the vehicle shown, the rear-wheel electric drive main control MCUR (101) directly controls the front-wheel electric drive main control MCUF (102) in response to the on-site U-turn entry instruction from the vehicle controller VCU (105) to implement the steps of the vehicle on-site U-turn control method of the present application. Among them, MCUF (102) is connected to MCUR (101), MCUF (102) and MCUR (101) are respectively used to independently control the front-wheel electric drive 104 and the rear-wheel electric drive 103, and the front-wheel electric drive 104 and the rear-wheel electric drive 103 are respectively used to independently provide driving torque for the front wheels and rear wheels of the vehicle.

[0058] In some exemplary embodiments of the present application, Figure 2 As shown, a vehicle turn control method is provided, which can be applied to Figure 1 The following steps are used as an example to illustrate the MCUR in the example:

[0059] Step S201: after determining that the pre-condition check for turning on the spot of the vehicle has passed, executing the pre-entry strategy for turning on the spot for the rear-wheel electric drive, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping braking state.

[0060] Specifically, before MCUR determines that the vehicle's on-the-spot turn pre-condition check has passed, it can execute a high-voltage standby strategy for the rear-wheel electric drive. At this time, the output speed value of the rear-wheel electric drive is 0 and no driving torque is provided for the rear wheels of the vehicle. However, the vehicle speed and the speed value of the rear wheels may not be 0.

[0061] For example, at a certain moment, MCUR applies a high-voltage standby instruction HV_standy to the rear-wheel electric drive. At this time, the driving torque output by the rear-wheel electric drive is 0. However, the vehicle is driving or gliding at a speed of 3 kilometers per hour, and the current speed of the vehicle's rear wheels is 26 revolutions per minute.

[0062] In some embodiments, before determining that the vehicle passes the pre-condition check for turning around in place, such as Figure 3 As shown, including:

[0063] Step S301: In response to receiving a U-turn instruction, while maintaining the high-voltage standby strategy for the rear-wheel electric drive, determine whether the current speed value of the rear-wheel electric drive is less than a preset first braking threshold and whether the vehicle is in a braking state.

[0064] Among them, when the high-voltage standby strategy is executed on the rear-wheel electric drive, the output torque of the rear-wheel electric drive is 0.

[0065] Specifically, when the driver of the vehicle needs to make a U-turn on the spot, he can send a U-turn entry instruction to the VCU by manually clicking on the on-board operation interface, and then the VCU sends the U-turn entry instruction to the MCUR. At this time, while the MCUR maintains the high-voltage standby strategy for the rear-wheel electric drive, the output torque of the rear-wheel electric drive is 0, that is, no driving torque is provided to the rear wheels of the vehicle. Therefore, the current speed value of the rear-wheel electric drive is determined by the road resistance of the vehicle and the braking resistance of the vehicle. Generally, when the vehicle is in a braking state, it indicates that the driver of the vehicle is actively stepping on the brake pedal, and the speed of the vehicle decreases. The first braking threshold is a value set according to the requirements of the vehicle's U-turn task.

[0066] For example, assuming that the first braking threshold is set to 50 revolutions per minute, after receiving the on-the-spot turn command from the VCU, the MCUR maintains the HV_standy applied to the rear-wheel electric drive, and determines whether the current speed of the rear-wheel electric drive is less than 50 revolutions per minute and whether the driver is stepping on the brake pedal.

[0067] Step S302: If the current speed value of the rear-wheel electric drive is less than the first braking threshold and the vehicle is in a braking state, the precondition check strategy is executed.

[0068] Specifically, the precondition check strategy is used as a comprehensive check before the vehicle performs a turn-around task.

[0069] For example, if the current speed of the rear-wheel electric drive is less than 50 revolutions per minute and the driver is stepping on the brake pedal, it indicates that the vehicle speed has dropped to the first braking threshold, and the MCUR can execute the precondition check strategy. On the contrary, if the current speed of the rear-wheel electric drive is not less than 50 revolutions per minute, or the driver is not stepping on the brake pedal, the step of executing the precondition check strategy is not entered.

[0070] In the above-mentioned vehicle turn-on-the-spot control method, a vehicle speed judgment mechanism is designed before executing the precondition check strategy, which can accurately identify whether the vehicle has been fully braked, thereby ensuring the accuracy and reliability of the subsequent execution of the precondition check strategy.

[0071] In some embodiments, the precondition check strategy includes checking the validity of received vehicle speed signals, steering wheel steering signals, electric power steering system angle signals, accelerator pedal signals, and electronic parking brake system EPB (Electrical ParkBrake) status signals, checking whether the fault level of the front-wheel electric drive master control or the rear-wheel electric drive master control itself is less than a preset first level threshold, and checking whether the current vehicle speed is less than a preset first braking speed value. The precondition check strategy is executed, such as Figure 4 As shown, the method includes:

[0072] Step S401: Perform signal validity check, fault level check and vehicle stationary state check.

[0073] Specifically, the first level threshold and the first braking speed value are values ​​set according to the vehicle's turnaround task requirements. For example, the first level threshold can be set to 3, and the first braking speed value can be set to 1 kilometer per hour.

[0074] Step S402: If the result of the signal validity check is that all are valid, the fault level check is passed, and the result of the vehicle stationary state check is stationary, it is determined that the vehicle's turn-around precondition check has passed. If the result of the signal validity check is that there is a failure signal, or the fault level check is not passed, or the result of the vehicle stationary state check is not stationary, it is determined that the vehicle's turn-around precondition check has not passed.

[0075] Among them, if the result of the signal validity check is all valid, it means that the MCUR has received all the signals and all the signals are valid. If the fault level check passes, it means that the fault levels of the front-wheel electric drive main control and the rear-wheel electric drive main control themselves do not exceed the first level threshold. If the result of the vehicle static state check is static, it means that the current vehicle speed is less than the first braking speed value. On the contrary, if the MCUR does not receive any of the vehicle speed signal, steering wheel steering signal, electric power steering system angle signal, accelerator pedal signal and electronic parking brake system status signal, the signal validity check fails. If the MCUR finds that any of the vehicle speed signal, steering wheel steering signal, electric power steering system angle signal, accelerator pedal signal and electronic parking brake system status signal is invalid or abnormal, the signal validity check result is invalid. Similarly, if the fault level of the front-wheel electric drive main control or the rear-wheel electric drive main control itself exceeds the first level threshold, the fault level check fails. Generally, if the current vehicle speed is not less than the first braking speed value, it means that the result of the vehicle static state check is non-static.

[0076] For example, if the result of the validity check of the known vehicle is all valid, the fault level check has passed, and the current vehicle speed has dropped to 0.5 kilometers per hour, it is determined that the pre-condition check for turning around on the spot of the vehicle has passed.

[0077] In the above-mentioned vehicle U-turn control method, a pre-condition check strategy is designed before the vehicle performs a U-turn on the spot, which can accurately identify whether the vehicle has the conditions to perform a U-turn on the spot, thereby ensuring the safety and reliability of subsequent vehicles when performing a U-turn on the spot.

[0078] Furthermore, the above-mentioned MCUR executes the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive in order to further reduce the vehicle speed to 0 and put the vehicle in a stationary state.

[0079] In some embodiments, the vehicle's rear electric drive performs a pre-entry strategy for turning in place, such as Figure 5 As shown, including:

[0080] Step S501: Perform clamping braking operation on the left and right rear wheels of the vehicle to suddenly reduce the vehicle speed to 0.

[0081] Specifically, it is known that when a vehicle driver steps on the brake pedal, he generally only clamps the front wheels of the vehicle to perform clamping braking. Therefore, the way in which the MCUR performs clamping braking operations on the left and right rear wheels of the vehicle can produce a more sufficient braking effect to reduce the vehicle speed to zero.

[0082] Step S502: sending a pre-entry signal for turning in situ to the front-wheel electric drive master controller, so that the front-wheel electric drive master controller reduces the rotation speed value of its front-wheel electric drive to 0, or performs a clamping brake operation on the front wheels of the vehicle.

[0083] Specifically, after receiving the pre-entry signal for turning in place, the front-wheel electric drive master control MCUF can cut off the power supply to the front-wheel electric drive because the vehicle is in a low-speed driving state at this time, and couple the generator with the front-wheel electric drive to generate reverse torque to reduce the front-wheel electric drive speed value to 0. Alternatively, the MCUF directly performs a clamping brake operation on the front wheel to reduce the front-wheel electric drive speed value to 0.

[0084] In the above-mentioned vehicle U-turn control method, a sufficient braking strategy is designed before the vehicle performs a U-turn on the spot, which can reduce the vehicle speed to 0, ensuring that the vehicle is in a stationary state before performing the U-turn on the spot, thereby improving the reliability of subsequent vehicles when performing U-turns on the spot.

[0085] Step S202: When the current vehicle speed is monitored to be 0, the steering state of the vehicle is determined.

[0086] Specifically, when the MCUR detects that the current vehicle speed is 0, that is, the vehicle is stationary, the VCU can determine the vehicle's steering state, which includes left turn in place, right turn in place, not left turn in place, and not right turn in place.

[0087] In some embodiments, the vehicle control unit of the vehicle responds to the turn-around instruction from the driver, detects and obtains environmental information around the vehicle body through the vehicle's reversing radar, and turns the front wheels of the vehicle to the left or right along the front of the vehicle according to the environmental information; determines the steering state of the vehicle, such as Figure 6 As shown, including:

[0088] Step S601: Determine whether the vehicle has turned left.

[0089] If the vehicle has turned left, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the left side of the front of the vehicle, or if the vehicle has turned right, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the right side of the front of the vehicle. The maximum turning angle is determined by the structural design of the vehicle.

[0090] Step S602: If the vehicle has not turned left, determine whether the vehicle has turned right; if the vehicle has not turned right, return to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

[0091] Among them, if the vehicle has not turned left, it means that the current front wheel turning angle along the left side direction in front of the vehicle has not reached the maximum turning angle, or if the vehicle has not turned right, it means that the current front wheel turning angle along the right side direction in front of the vehicle has not reached the maximum turning angle.

[0092] In the above-mentioned vehicle turn-on-the-spot control method, a mechanism is designed to judge the direction and sufficiency of the turning angle before the vehicle performs a turn-on-the-spot action. This can determine whether the left or right turn of the vehicle's front wheels is in place, ensuring that the vehicle can complete the turn-on-the-spot action with the shortest arc length trajectory, thereby improving the driving experience.

[0093] Step S203: If the steering state is fully turned to the left, the clamping brake state of the right rear wheel is released; or if the steering state is fully turned to the right, the clamping brake state of the left rear wheel is released.

[0094] Among them, if the front wheels of the vehicle have been turned to the left, it means that when the vehicle turns around in the following place, the right rear wheel needs to provide a driving force pointing to the front of the vehicle, and the MCUR keeps the left rear wheel clamped to provide a static friction force pointing to the rear of the vehicle, so that the vehicle body has a posture steering angle biased to the left to complete the turning action in the place. Similarly, if the front wheels of the vehicle have been turned to the right, it means that when the vehicle turns around in the following place, the left rear wheel needs to provide a driving force pointing to the front of the vehicle, and the MCUR keeps the right rear wheel clamped to provide a static friction force pointing to the rear of the vehicle, so that the vehicle body has a posture steering angle biased to the right to complete the turning action in the place.

[0095] In some embodiments, whether the front wheel electric drive has entered the on-site U-turn state is determined by the front wheel electric drive master control; when the clamping brake state of the right rear wheel is released, the method further includes:

[0096] If the release of the clamping brake state of the right rear wheel fails, or the front wheel electric drive does not enter the on-site U-turn state, the step of releasing the clamping brake state of the left rear wheel is entered;

[0097] Among them, if the front-wheel electric drive does not enter the on-the-spot U-turn state, it means that at this time, the front wheels of the vehicle may be in a clamping braking state because the vehicle driver is still stepping on the brake pedal, causing the front-wheel electric drive to still be in the on-the-spot U-turn pre-entry state, which in turn causes the front-wheel electric drive to not enter the on-the-spot U-turn state. In addition, if the clamping brake device of the right rear wheel fails, it may cause the failure to release the clamping brake state of the right rear wheel. If the clamping brake state of the left rear wheel is successfully released, it means that when the vehicle turns on the spot later, although the front wheels of the vehicle have turned left in place, it is indeed the left rear wheel that provides the driving force pointing to the front of the vehicle, and the right rear wheel provides the static friction force pointing to the rear of the vehicle because it cannot contact the clamping state. At this time, the vehicle body can still generate a posture steering angle biased to the left to complete the on-the-spot U-turn action, but compared with the way the left rear wheel provides driving force, the current posture steering angle generated is smaller.

[0098] When releasing the clamping brake state of the left rear wheel, the method further comprises:

[0099] If the release of the clamping brake state of the left rear wheel fails, or the front-wheel electric drive has not yet entered the on-the-spot U-turn state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

[0100] Similarly, if the clamping brake device of the left rear wheel fails, it may cause the failure to release the clamping brake state of the right rear wheel. And if the vehicle driver is still stepping on the brake pedal, the front wheel electric drive still cannot enter the on-the-spot U-turn state. At this time, the MCUR returns to the above-mentioned step of executing the on-the-spot U-turn pre-entry strategy for the rear wheel electric drive of the vehicle.

[0101] In the above-mentioned vehicle U-turn control method, a mechanism is designed to judge the effectiveness of the clamping brake release function before the vehicle performs a U-turn on the spot. This can verify whether the clamping brake release function is effective, ensuring that the vehicle can still complete the U-turn on the spot when the clamping brake release function fails, thereby improving the driving experience.

[0102] In some embodiments, after the clamping brake state of the right rear wheel is released or the clamping brake state of the left rear wheel is released, Figure 7 As shown, the method also includes:

[0103] Step S701: Check whether an accelerator pedal valid signal is received and determine whether the accelerator pedal stepping function is valid accordingly.

[0104] The function of the accelerator pedal is determined by whether the accelerator pedal still has room for movement. For example, when the driver has stepped on the accelerator pedal tightly, the accelerator pedal does not have room for movement, and the MCUR determines that the function of the accelerator pedal is invalid.

[0105] Step S702: If no valid accelerator pedal signal is received, or it is determined that the accelerator pedal's pedaling function has failed, or the front-wheel electric drive is not in the on-the-spot U-turn working state, then return to the step of executing the on-the-spot U-turn pre-entry strategy for the vehicle's rear-wheel electric drive.

[0106] In addition, the front-wheel electric drive may not be in the on-the-spot U-turn working state because the driver steps on the brake pedal midway. At this time, MCUR returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

[0107] In the above-mentioned vehicle U-turn control method, a judgment mechanism for the effectiveness of the accelerator pedal before the vehicle performs a U-turn on the spot is designed, which can ensure that the driver of the vehicle does not step on the accelerator pedal and the brake pedal, and ensure that the accelerator pedal has movable space and the brake pedal is available before the vehicle performs a U-turn on the spot. This makes it easy for the driver to adjust the vehicle speed by stepping on the accelerator pedal or the brake pedal at any time when the vehicle performs a U-turn on the spot, thereby improving the driving experience.

[0108] Step S204: after receiving a valid signal from the accelerator pedal of the vehicle and the front-wheel electric drive is already in the on-the-spot U-turn working state, the front-wheel electric drive is controlled to output a target speed value to complete the on-the-spot U-turn action of the vehicle.

[0109] Among them, if the front-wheel electric drive is already in the on-the-spot U-turn working state, it means that the driver has not stepped on the brake pedal, and the target speed value is the value set according to the on-the-spot U-turn task requirements. Finally, after completing all the above-mentioned on-the-spot U-turn preparations, MCUR controls the front-wheel electric drive to output the target speed value, so that the vehicle body produces a posture steering angle biased to the left or right to complete the on-the-spot U-turn action. In this way, when the vehicle is turning on the spot, the output speed value of the front-wheel motor or the rear-wheel motor can be adjusted in a timely and accurate manner, improving the driving experience.

[0110] In some embodiments, after controlling the front wheel electric drive to output the target speed value, the method further includes:

[0111] In response to the vehicle entering a fault state, a pre-exit strategy for turning around on the spot is executed; wherein the fault state includes at least one of the fault level of the front-wheel electric drive or the rear-wheel electric drive exceeding a set second-level threshold, or a fault in the electronic parking brake system.

[0112] The second level threshold is a value set according to the vehicle's turnaround task requirements, and the value may be equal to the first level threshold. For example, if the first level threshold is set to 3, the second level threshold may also be set to 3.

[0113] The steps for executing the pre-exit strategy for turning on the spot include: releasing the clamping brakes of all the vehicle wheels, reducing the output torque of the front and rear electric drives to a set torque threshold, ensuring that the accelerator pedal is in an effective state, and reducing the output speed of the front and rear electric drives.

[0114] Among them, after MCUR executes the pre-exit strategy for turning on the spot, all the vehicle's wheels, front-wheel electric drive, rear-wheel electric drive and accelerator pedal are restored to the state when the vehicle was parked, so that the driver can increase the speed by stepping on the accelerator pedal at any time, thereby completely exiting the working state of turning on the spot.

[0115] In the above-mentioned vehicle turn-on-the-spot control method, a fault judgment mechanism is designed after the vehicle performs a turn-on-the-spot action, so that the driver can completely exit the turn-on-the-spot state of the vehicle by stepping on the accelerator pedal at any time, thereby improving the driving experience.

[0116] It should be noted that, with respect to the various steps included in the vehicle turn-around control method provided in any of the above embodiments, unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a part of these steps can include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0117] In another embodiment of the present application, Figure 8As shown, the vehicle turn-on-the-spot control method can be applied to MCUR. In response to the turn-on-the-spot entry instruction, MCUR first maintains HV_standy applied to the rear-wheel electric drive, and determines whether the current speed value of the rear-wheel electric drive is less than 50 revolutions per minute and whether the driver is stepping on the brake pedal. If the current speed value of the rear-wheel electric drive is less than 50 revolutions per minute and the driver is stepping on the brake pedal, the MCUR executes the pre-condition check strategy. Then, after determining that the vehicle's turn-on-the-spot pre-condition check has passed, the MCUR performs a clamping braking operation on the left rear wheel and the right rear wheel of the vehicle to drop the vehicle speed to 0, and sends a turn-on-the-spot pre-entry signal to the front-wheel electric drive main control, so that the front-wheel electric drive main control drops the speed value of its front-wheel electric drive to 0. Then, when the MCUR detects that the current vehicle speed is 0, it determines whether the vehicle has turned left in place. If the vehicle has not turned left in place, it determines whether the vehicle has turned right in place; if the vehicle has not turned right in place, it returns to the step of executing the turn-on-the-spot pre-entry strategy for the rear-wheel electric drive of the vehicle. If the steering state is that the left steering is in place, the clamping brake state of the right rear wheel is released; or, if the steering state is that the right steering is in place, the clamping brake state of the left rear wheel is released. In addition, when the MCUR releases the clamping brake state of the right rear wheel, if the release of the clamping brake state of the right rear wheel fails, or the front wheel electric drive has not entered the on-the-spot U-turn state, the step of releasing the clamping brake state of the left rear wheel is entered. And when the MCUR releases the clamping brake state of the left rear wheel, if the release of the clamping brake state of the left rear wheel fails, or the front wheel electric drive has not entered the on-the-spot U-turn state, the step of returning to the step of executing the on-the-spot U-turn pre-entry strategy for the rear wheel electric drive of the vehicle. Finally, after releasing the clamping brake state of the right rear wheel or releasing the clamping brake state of the left rear wheel, the MCUR checks whether the accelerator pedal valid signal is received and judges whether the accelerator pedal stepping function is valid accordingly. If no valid accelerator pedal signal is received, or it is determined that the accelerator pedal has failed to function, or the front-wheel electric drive is not in the on-the-spot U-turn working state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle. Otherwise, after the MCUR receives the valid accelerator pedal signal of the vehicle and the front-wheel electric drive is in the on-the-spot U-turn working state, the front-wheel electric drive is controlled to output the target speed value to complete the on-the-spot U-turn action of the vehicle.

[0118] In addition, in the present embodiment, if the fault level of the front-wheel electric drive or the rear-wheel electric drive exceeds the set second-level threshold, or one of the faults occurs in the electronic parking brake system, the MCUR releases the clamping braking state of all the vehicle's wheels, reduces the output torque of the front-wheel electric drive and the rear-wheel electric drive to the set torque threshold, ensures that the accelerator pedal's stepping function is in an effective state, and reduces the speed value of the front-wheel electric drive and the rear-wheel electric drive output. In addition, before the MCUR executes the pre-exit strategy for turning in place, if the fault state is restored, it returns to the step of executing the pre-entry strategy for turning in place for the rear-wheel electric drive of the vehicle; or, if an exit command for turning in place is received, it enters the step of executing the pre-exit strategy for turning in place. Through the steps of the above-mentioned methods, it is possible to timely and accurately adjust the output speed values ​​of the front and rear wheel motors when the vehicle turns in place, thereby improving the driving experience.

[0119] According to a second aspect, the present application provides a vehicle turn-on-the-spot control device, wherein the front wheel electric drive master control in the vehicle is connected to the rear wheel electric drive master control, and the front wheel electric drive and the rear wheel electric drive of the vehicle are used to independently provide driving torque for the front wheel and the rear wheel of the vehicle, respectively. The device executes a turn-on-the-spot control method through the rear wheel electric drive master control, such as Fig. 9 As shown, the device comprises:

[0120] The clamping brake execution module 110 is used to execute the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive after determining that the on-the-spot U-turn pre-condition check of the vehicle has passed, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping brake state;

[0121] A steering state determination module 120, for determining the steering state of the vehicle when the current vehicle speed is detected to be 0;

[0122] The clamping brake release module 130 is used to release the clamping brake state of the right rear wheel if the steering state is the left steering position; or release the clamping brake state of the left rear wheel if the steering state is the right steering position;

[0123] The on-the-spot U-turn execution module 140 is used to control the front-wheel electric drive to output a target speed value to complete the on-the-spot U-turn action of the vehicle after receiving a valid signal from the vehicle's accelerator pedal and the front-wheel electric drive is in an on-the-spot U-turn working state.

[0124] In some embodiments, the device also includes a precondition check module 150. Before determining that the vehicle's on-the-spot U-turn precondition check has passed, the precondition check module 150 is used to respond to receiving an on-the-spot U-turn entry instruction, while maintaining the high-voltage standby strategy executed on the rear-wheel electric drive, determine whether the current speed value of the rear-wheel electric drive is less than a preset first braking threshold and whether the vehicle is in a braking state; if the current speed value of the rear-wheel electric drive is less than the first braking threshold and the vehicle is in a braking state, the precondition check strategy is executed.

[0125] In some embodiments, the precondition check module 150 is further used to perform a signal validity check, a fault level check, and a vehicle stationary state check; if the result of the signal validity check is that all are valid, the fault level check is passed, and the result of the vehicle stationary state check is stationary, it is determined that the vehicle's turn-around precondition check has passed. If the result of the signal validity check is that there is a failure signal, or the fault level check is not passed, or the result of the vehicle stationary state check is not stationary, it is determined that the vehicle's turn-around precondition check has not passed.

[0126] In some embodiments, the clamping brake execution module 110 is also used to perform clamping brake operations on the left rear wheel and the right rear wheel of the vehicle to suddenly reduce the vehicle speed to 0; send a pre-entry signal for turning on the spot to the front wheel electric drive master control so that the front wheel electric drive master control reduces the speed value of its front wheel electric drive to 0, or perform clamping brake operations on the front wheels of the vehicle.

[0127] In some embodiments, the steering state determination module 120 is also used to determine whether the vehicle has turned left; if the vehicle has not turned left, determine whether the vehicle has turned right; if the vehicle has not turned right, return to the step of executing the on-the-spot U-turn pre-entry strategy for the vehicle's rear-wheel electric drive.

[0128] In some embodiments, when releasing the clamping brake state of the right rear wheel, the clamping brake releasing module 130 is also used to enter the step of releasing the clamping brake state of the left rear wheel if the release of the clamping brake state of the right rear wheel fails, or the front wheel electric drive has not entered the on-the-spot turn state; when releasing the clamping brake state of the left rear wheel in this embodiment, the clamping brake releasing module 130 is also used to return to the step of executing the on-the-spot turn pre-entry strategy for the rear wheel electric drive of the vehicle if the release of the clamping brake state of the left rear wheel fails, or the front wheel electric drive has not yet entered the on-the-spot turn state.

[0129] In some embodiments, after releasing the clamping brake state of the right rear wheel or releasing the clamping brake state of the left rear wheel, the on-the-spot U-turn execution module 140 is also used to check whether a valid signal of the accelerator pedal is received and judge whether the stepping function of the accelerator pedal is valid accordingly; if no valid signal of the accelerator pedal is received, or it is judged that the stepping function of the accelerator pedal has failed, or the front-wheel electric drive is not in the on-the-spot U-turn working state, then it returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

[0130] In some embodiments, the device also includes a stationary U-turn exit module 160. After controlling the front-wheel electric drive to output a target speed value, the stationary U-turn exit module 160 is also used to execute a stationary U-turn pre-exit strategy in response to the vehicle entering a fault state; wherein the fault state includes at least one of the fault level of the front-wheel electric drive or the rear-wheel electric drive exceeding a set second-level threshold, or a fault in the electronic parking brake system; wherein the steps for the stationary U-turn exit module 160 to execute the stationary U-turn pre-exit strategy include: releasing the clamping braking state of all wheels of the vehicle, reducing the output torque of the front-wheel electric drive and the rear-wheel electric drive to a set torque threshold, ensuring that the accelerator pedal's stepping function is in an effective state, and reducing the speed value output by the front-wheel electric drive and the rear-wheel electric drive.

[0131] For the specific definition of the vehicle turn-around control device, please refer to the definition of the vehicle turn-around control method above, which will not be repeated here. The various modules in the above-mentioned vehicle turn-around control device can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0132] According to a third aspect, the present application provides a vehicle, such as Figure 1 As shown, the vehicle includes a front wheel electric drive master control, a rear wheel electric drive master control, a front wheel electric drive, a rear wheel electric drive and the above-mentioned on-the-spot U-turn control device;

[0133] The on-the-spot U-turn control device may be installed inside the MCUR (101), the front wheel electric drive main control is connected to the rear wheel electric drive main control, the front wheel electric drive and the rear wheel electric drive are used to independently provide driving torque for the front wheels and rear wheels of the vehicle respectively, and the on-the-spot U-turn control device implements the steps of any one of the vehicle on-the-spot U-turn control methods in the above-mentioned embodiments after receiving the on-the-spot U-turn entry instruction.

[0134] According to a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of any one of the vehicle turn-on-the-spot control methods in the above-mentioned embodiments are implemented.

[0135] According to a fifth aspect, the present application provides a computer device, such as Fig.10 As shown, the computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of any one of the above-mentioned vehicle turn-on-the-spot control methods are implemented.

[0136] In one embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as follows: Fig.10 As shown. The computer device includes a processor, a memory, a network interface and a database connected through a system bus. Among them, 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 an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store data related to the vehicle turn-around control. The network interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, any of the above-mentioned vehicle turn-around control methods is implemented.

[0137] Among them, any reference to memory, storage, database or other media used in the embodiments provided in the present application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (RamCUs), direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0138] The technical features of the above embodiments may 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.

[0139] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

[0140] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

Claims

1. A vehicle U-turn control method, characterized in that: The front wheel electric drive master control in the vehicle is connected to the rear wheel electric drive master control, the front wheel electric drive and the rear wheel electric drive of the vehicle are used to independently provide driving torque for the front wheel and the rear wheel of the vehicle respectively, and the method is applied to the rear wheel electric drive master control, including: After determining that the pre-condition check for turning in place of the vehicle has passed, executing a pre-entry strategy for turning in place of the rear wheel electric drive, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping braking state; When the current vehicle speed is detected to be 0, determining the steering state of the vehicle; If the steering state is the left turn, the clamping brake state of the right rear wheel is released; or if the steering state is the right turn, the clamping brake state of the left rear wheel is released; After receiving a valid signal from the accelerator pedal of the vehicle and the front-wheel electric drive is in an on-the-spot U-turn working state, the front-wheel electric drive is controlled to output a target speed value to complete the on-the-spot U-turn action of the vehicle.

2. The method according to claim 1, characterized in that Before determining that the vehicle passes the pre-condition check for turning around in place, the method further includes: In response to receiving a U-turn entry instruction, determining whether a current speed value of the rear-wheel electric drive is less than a preset first braking threshold and whether the vehicle is in a braking state while maintaining a high-voltage standby strategy for the rear-wheel electric drive; If the current speed value of the rear-wheel electric drive is less than the first braking threshold and the vehicle is in a braking state, executing a precondition check strategy; Wherein, when the high-voltage standby strategy is executed on the rear-wheel electric drive, the output torque of the rear-wheel electric drive is 0.

3. The method according to claim 2, characterized in that The precondition check strategy includes a signal validity check of a received vehicle speed signal, a steering wheel steering signal, an electric power steering system angle signal, an accelerator pedal signal, and an electronic parking brake system status signal, a fault level check to determine whether the fault level of the front wheel electric drive master control or the rear wheel electric drive master control itself is less than a preset first level threshold, and a vehicle static state check to determine whether the current vehicle speed is less than a preset first braking speed value; The execution precondition checking strategy includes: Performing the signal validity check, the fault level check and the vehicle stationary state check; If the result of the signal validity check is that all are valid, the fault level check is passed, and the result of the vehicle stationary state check is stationary, it is determined that the pre-condition check for turning around on the spot of the vehicle is passed; If the result of the signal validity check is that there is a failure signal, or the fault level check fails, or the result of the vehicle stationary state check is that the vehicle is not stationary, it is determined that the pre-condition check for turning around on the spot of the vehicle fails.

4. The method according to claim 1, characterized in that The executing of the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle comprises: performing a clamping brake operation on the left rear wheel and the right rear wheel of the vehicle to suddenly reduce the vehicle speed to 0; A pre-entry signal for turning in situ is sent to the front-wheel electric drive master control, so that the front-wheel electric drive master control reduces the rotation speed value of its front-wheel electric drive to 0, or performs a clamping braking operation on the front wheels of the vehicle.

5. The method according to claim 4, characterized in that The vehicle control unit of the vehicle detects and obtains environmental information around the vehicle body through the reversing radar of the vehicle in response to the turn-around instruction from the driver, and turns the front wheels of the vehicle to the left or right side in front of the front of the vehicle according to the environmental information; the determining the steering state of the vehicle includes: Determining whether the vehicle has turned left; If the vehicle has not turned left, determining whether the vehicle has turned right; If the vehicle has not turned right to the desired position, returning to the step of executing a pre-entry strategy for turning in situ on the rear-wheel electric drive of the vehicle; Among them, if the vehicle has turned left, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the left side in front of the vehicle, or if the vehicle has turned right, it means that the vehicle control unit has turned the front wheels to the maximum turning angle along the right side in front of the vehicle.

6. The method according to claim 5, characterized in that Whether the front wheel electric drive has entered the on-site U-turn state is determined by the front wheel electric drive master control; when the clamping brake state of the right rear wheel is released, the method further includes: If the release of the clamping brake state of the right rear wheel fails, or the front wheel electric drive does not enter the on-site U-turn state, the step of releasing the clamping brake state of the left rear wheel is entered; When releasing the clamping braking state of the left rear wheel, the method further comprises: If the release of the clamping brake state of the left rear wheel fails, or the front-wheel electric drive has not yet entered the on-the-spot U-turn state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

7. The method according to claim 6, characterized in that After releasing the clamping braking state of the right rear wheel or releasing the clamping braking state of the left rear wheel, the method further includes: Checking whether the accelerator pedal valid signal is received and judging whether the accelerator pedal stepping function is valid accordingly; If the effective signal of the accelerator pedal is not received, or it is determined that the pedaling function of the accelerator pedal has failed, or the front-wheel electric drive is not in the on-the-spot U-turn working state, the process returns to the step of executing the on-the-spot U-turn pre-entry strategy for the rear-wheel electric drive of the vehicle.

8. The method according to claim 1, characterized in that After controlling the front wheel electric drive to output a target speed value, the method further includes: In response to the vehicle entering a fault state, executing a pre-exit strategy of turning around on the spot; wherein the fault state includes at least one of the following: the fault level of the front-wheel electric drive or the rear-wheel electric drive exceeds a set second-level threshold, or the electronic parking brake system fails; The steps of executing the on-site U-turn pre-exit strategy include: The clamping braking state of all wheels of the vehicle is released, the output torque of the front wheel electric drive and the rear wheel electric drive is reduced to a set torque threshold, the stepping function of the accelerator pedal is ensured to be in an effective state, and the speed value of the output of the front wheel electric drive and the rear wheel electric drive is reduced.

9. A vehicle U-turn control device, characterized in that: The front wheel electric drive master control in the vehicle is connected to the rear wheel electric drive master control, and the front wheel electric drive and the rear wheel electric drive of the vehicle are used to independently provide driving torque for the front wheel and the rear wheel of the vehicle respectively. The device performs the on-the-spot U-turn control method by: a clamping brake execution module, configured to execute a pre-entry strategy for turning the vehicle in place after determining that the pre-condition check for turning the vehicle in place has passed, so that the left rear wheel and the right rear wheel of the vehicle are in a clamping brake state; A steering state determination module, used to determine the steering state of the vehicle when the current vehicle speed is detected to be 0; A clamping brake release module, used to release the clamping brake state of the right rear wheel if the steering state is a left turn in place; or release the clamping brake state of the left rear wheel if the steering state is a right turn in place; The on-the-spot U-turn execution module is used to control the front-wheel electric drive to output a target speed value to complete the on-the-spot U-turn action of the vehicle after receiving a valid signal from the accelerator pedal of the vehicle and the front-wheel electric drive is in an on-the-spot U-turn working state.

10. A vehicle, characterized in that: The vehicle comprises a front wheel electric drive master control, a rear wheel electric drive master control, a front wheel electric drive, a rear wheel electric drive and the on-the-spot U-turn control device as claimed in claim 9; Among them, the front-wheel electric drive master control is connected to the rear-wheel electric drive master control, the front-wheel electric drive and the rear-wheel electric drive are respectively used to independently provide driving torque for the front wheels and rear wheels of the vehicle, and the on-the-spot U-turn control device implements the steps of the method as described in any one of claims 1 to 8 after receiving the on-the-spot U-turn entry instruction.

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