Vehicle u-turn control method and device, vehicle, computer device and medium

Abstract

The application relates to a vehicle U-turn 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, the method comprises the following steps: after determining that a U-turn precondition check of the vehicle is passed, a U-turn pre-entry strategy 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; 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 braking state of the right rear wheel is released; or if the steering state is right steering in place, the clamping braking state of the left rear wheel is released; after receiving an effective signal of a throttle pedal of the vehicle and the front wheel electric drive being in a U-turn working state, the front wheel electric drive is controlled to output a target rotating speed value. The steps of the above method can realize timely and accurate adjustment of the output rotating speed values of the front and rear wheel motors when the vehicle performs a U-turn, and the driving experience is improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle electric drive control, in particular to a vehicle U-turn control method and device, a vehicle, a computer device and a medium. BACKGROUND

[0002] In modern automobile technology, the optimization of steering control strategy of a vehicle during U-turn is crucial for improving the driving experience. At present, the traditional steering control scheme mainly relies on the VCU (Vehicle Control Unit) to dominate, that is, the VCU serves as the communication intermediary between the MCUR (Motor Control Unit Rear drive) and the MCUF (Motor Control Unit Forerunner), and the MCUR, VCU and MCUF need to communicate through the CAN (Controller Area Network) bus to realize the transmission of instructions. This communication mode results in a communication delay of at least 20 milliseconds for each interaction cycle (for example, the MCUR sends instructions to the MCUF through the VCU). The traditional steering control scheme has a large communication delay. This may cause the output speed value of the front motor or rear motor of the vehicle to fluctuate greatly due to the unevenness of the ground when the vehicle performs a U-turn. If the traditional steering control scheme is used to adjust the front motor or rear motor, the VCU will have difficulty in adjusting the output speed value of the front motor or rear motor in a timely manner due to the communication delay. SUMMARY

[0003] The present application provides a vehicle U-turn control method, device, vehicle, computer device and medium to address the above-mentioned deficiencies or shortcomings, which can timely and accurately adjust the output speed value of the front motor or rear motor when the vehicle performs a U-turn, thereby improving the driving experience.

[0004] According to a first aspect, the present application provides a vehicle U-turn control method. 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 respectively used to independently provide driving torque for the front wheel and the rear wheel of the vehicle. The method is applied to the rear wheel electric drive master control, and the method comprises:

[0005] After determining that the preconditions for the U-turn of the vehicle are checked, a U-turn pre-entry strategy 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 it is monitored that the current vehicle speed is 0, the steering state of the vehicle is determined;

[0007] If the steering state is left steering to position, the right rear wheel is released from the clamping brake state; or, if the steering state is right steering to position, the left rear wheel is released from the clamping brake state.

[0008] After receiving the valid signal of the accelerator pedal of the vehicle and the front wheel motor is in the original position turning working state, the control front wheel motor output target speed value to complete the original position turning of the vehicle.

[0009] In some embodiments, before determining that the original position turning precondition check of the vehicle is passed, the method further comprises:

[0010] In response to receiving the original position turning entering instruction, while maintaining the high pressure standby strategy executed on the rear wheel motor, it is determined whether the current speed value of the rear wheel motor is less than a preset first braking threshold value and whether the vehicle is in a braking state;

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

[0012] Wherein, when the high pressure standby strategy is executed on the rear wheel motor, the output torque of the rear wheel motor is 0.

[0013] In some embodiments, the precondition check strategy includes signal validity check on the received vehicle speed signal, steering wheel steering signal, electric power assisted steering system angle signal, accelerator pedal signal and electronic parking brake system state signal, fault level check of determining whether the fault level of the front wheel motor master or the rear wheel motor master itself is less than a preset first level threshold, and vehicle stationary state check of determining whether the current vehicle speed is less than a preset first braking vehicle speed. The precondition check strategy is executed, and the method comprises:

[0014] The signal validity check, fault level check and vehicle stationary state check are executed.

[0015] If the results of the signal validity check are all valid, the fault level check is passed, and the result of the vehicle stationary state check is stationary, it is determined that the original position turning precondition check of the vehicle is passed.

[0016] If the results of the signal validity check are invalid, 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 original position turning precondition check of the vehicle is not passed.

[0017] In some embodiments, the original position turning pre-entering strategy is executed on the rear wheel motor of the vehicle, and the method comprises:

[0018] The clamping brake operation is executed on the left and right rear wheels of the vehicle to make the vehicle speed drop to 0;

[0019] Send a pre-entering signal of the U-turn to the front-wheel electric drive master control to make the front-wheel electric drive master control reduce the rotation speed of the front-wheel electric drive to 0 or perform a clamping brake operation on the front wheels of the vehicle.

[0020] In some embodiments, the vehicle control unit of the vehicle, in response to a U-turn entering instruction from the driver, detects and acquires environmental information around the vehicle body through the back-up radar of the vehicle, and turns the front wheels of the vehicle to the left or right side in front of the vehicle head according to the environmental information; the method comprises:

[0021] determining whether the vehicle has been turned to the left to the right;

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

[0023] If the vehicle has not been turned to the right to the right, return to the step of performing the U-turn pre-entering strategy on the rear-wheel electric drive of the vehicle;

[0024] If the vehicle has been turned to the left to the right, it indicates that the vehicle control unit has turned the front wheels to the maximum angle along the left side in front of the vehicle head, or if the vehicle has been turned to the right to the right, it indicates that the vehicle control unit has turned the front wheels to the maximum angle along the right side in front of the vehicle head.

[0025] In some embodiments, whether the front-wheel electric drive has entered the 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 comprises:

[0026] If the clamping brake state of the right rear wheel is released, or the front-wheel electric drive has not entered the U-turn state, the step of releasing the clamping brake state of the left rear wheel is entered;

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

[0028] If the clamping brake state of the left rear wheel is released, or the front-wheel electric drive still does not enter the U-turn state, return to the step of performing the U-turn pre-entering strategy on the rear-wheel electric drive of the vehicle.

[0029] 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, the method further comprises:

[0030] Check whether an effective signal of the accelerator pedal is received and judge whether the pedal function of the accelerator pedal is effective according to the signal;

[0031] If no effective signal of the accelerator pedal is received, or it is judged that the pedal function of the accelerator pedal has failed, or the front-wheel electric drive is not in the U-turn working state, return to the step of performing the U-turn pre-entering strategy on the rear-wheel electric drive of the vehicle.

[0032] In some embodiments, after the front wheel electric drive output target speed value is controlled, the method further comprises:

[0033] In response to the vehicle entering a fault state, a pre-exit strategy for the U-turn is executed; wherein the fault state at least includes one of a fault level of the front wheel electric drive or the rear wheel electric drive exceeding a set second level threshold, or a failure of the electronic parking brake system;

[0034] The step of executing the pre-exit strategy for the U-turn comprises:

[0035] Releasing the clamping brake 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 pedal function of the accelerator pedal is in an effective state, and reducing the speed value of the output of the front wheel electric drive and the rear wheel electric drive.

[0036] The present application provides a vehicle U-turn control device according to a second aspect. 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 respectively used to independently provide driving torque for the front wheels and the rear wheels of the vehicle. The device executes a U-turn control method. The device comprises:

[0037] A clamping brake execution module is configured to execute a pre-entry strategy for the U-turn for the rear wheel electric drive after determining that the preconditions for the U-turn of the vehicle are checked, 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 configured to determine the steering state of the vehicle when it is monitored that the current vehicle speed is 0.

[0039] A clamping brake release module is configured to release the clamping brake state of the right rear wheel if the steering state is left steering in place, or release the clamping brake state of the left rear wheel if the steering state is right steering in place.

[0040] A U-turn execution module is configured to control the output target speed value of the front wheel electric drive to complete the U-turn action of the vehicle after receiving the accelerator pedal effective signal of the vehicle and the front wheel electric drive has been in the U-turn working state.

[0041] The present application provides a vehicle according to a third aspect. 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 above-mentioned U-turn control device.

[0042] 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 the rear wheels of the vehicle. The U-turn control device realizes the steps of the vehicle U-turn control method in any one of the above-mentioned embodiments after receiving the U-turn entry instruction.

[0043] The application provides a computer readable storage medium according to the fourth aspect, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle U-turn control method in any one of the above embodiments.

[0044] The application provides a computer device according to the fifth aspect, and the computer device comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, and the processor implements the steps of the vehicle U-turn control method in any one of the above embodiments when executing the computer program.

[0045] The vehicle U-turn control method in the above embodiments can be applied to the MCUR, and the MCUR executes a U-turn pre-entry strategy on the rear wheel electric drive to make the left rear wheel and the right rear wheel of the vehicle in a pinch braking state after determining that the U-turn precondition check of the vehicle is passed; 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 pinch braking state of the right rear wheel is released; or if the steering state is right steering in place, the pinch braking state of the left rear wheel is released; after receiving the effective signal of the accelerator pedal of the vehicle and the front wheel electric drive is in the U-turn working state, the front wheel electric drive is controlled to output a target speed value. The steps of the above method can timely and accurately adjust the output speed value of the front and rear wheel motors when the vehicle performs the U-turn, and the driving experience is improved. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 A vehicle environment schematic diagram for application of a vehicle U-turn control method in one or more embodiments of the application;

[0047] Figure 2 A vehicle U-turn control method flowchart for one or more embodiments of the application;

[0048] Figure 3 A vehicle speed judgment method flowchart before executing the precondition check strategy in one or more embodiments of the application;

[0049] Figure 4 A precondition check method flowchart before performing the U-turn action on the vehicle in one or more embodiments of the application;

[0050] Figure 5 A sufficient braking method flowchart before performing the U-turn action on the vehicle in one or more embodiments of the application;

[0051] Figure 6 A judgment method flowchart of the turning direction and sufficiency before performing the U-turn action on the vehicle in one or more embodiments of the application;

[0052] Figure 7A flow chart of a method for determining the effectiveness of a gas pedal in a vehicle before performing a U-turn action in the vehicle according to one or more embodiments of the present application;

[0053] Figure 8 A flow chart of a vehicle U-turn control according to another embodiment of the present application;

[0054] Figure 9 A structural diagram of a vehicle U-turn control device according to one or more embodiments of the present application;

[0055] Figure 10 An internal structural diagram of a computer device according to one or more embodiments of the present application. DETAILED DESCRIPTION

[0056] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0057] The present application provides a vehicle U-turn control method, which is applied to a vehicle as shown in Figure 1 The rear wheel electric drive master controller MCUR (101) directly controls the front wheel electric drive master controller MCUF (102) to realize the steps of the vehicle U-turn control method of the present application in response to the U-turn entry instruction from the vehicle controller VCU (105). The MCUF (102) is connected to the MCUR (101), and the MCUF (102) and the 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 the rear wheels of the vehicle.

[0058] In some exemplary embodiments of the present application, as shown in Figure 2 A vehicle U-turn control method is provided, which can be applied to the MCUR in Figure 1 The method includes the following steps:

[0059] Step S201: After determining that the U-turn preconditions of the vehicle are passed, a U-turn pre-entry strategy is performed on the rear wheel electric drive to make the left and right rear wheels of the vehicle in a clamping braking state.

[0060] Specifically, the MCUR can perform a high-voltage standby strategy on the rear wheel electric drive before determining that the U-turn preconditions of the vehicle are passed. 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, but the vehicle speed and the speed value of the rear wheels can be not 0.

[0061] For example, at a certain moment, the 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 low-speed running or sliding at a speed of 3 kilometers per hour, and the current rotational speed value of the rear wheel of the vehicle is 26 revolutions per minute.

[0062] In some embodiments, before determining that the pre-condition check of the vehicle's U-turn is passed, as shown in the following steps S301-S302, the method comprises: Figure 3

[0063] Step S301: in response to receiving the U-turn entering instruction, while maintaining the high-voltage standby strategy performed on the rear-wheel electric drive, it is determined whether the current rotational 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] Wherein, when the high-voltage standby strategy is performed 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 the vehicle perform a U-turn, the U-turn entering instruction can be sent to the VCU by manually clicking the vehicle-mounted operation interface, and then the VCU sends the U-turn entering instruction to the MCUR. At this time, the MCUR maintains the high-voltage standby strategy performed on the rear-wheel electric drive, and the output torque of the rear-wheel electric drive is 0, i.e. no driving torque is provided to the rear wheels of the vehicle, so the current rotational speed value of the rear-wheel electric drive is determined by the size of the road resistance received by the vehicle and the size of 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, at this time the speed of the vehicle decreases, and the first braking threshold is a value set according to the U-turn task requirements of the vehicle.

[0066] For example, assuming that the first braking threshold is set to 50 revolutions per minute, after receiving the U-turn entering instruction from the VCU, the MCUR maintains the HV_standy applied to the rear-wheel electric drive, and determines whether the current rotational 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.

[0067] Step S302: if the current rotational speed value of the rear-wheel electric drive is less than the first braking threshold and the vehicle is in a braking state, a pre-condition check strategy is performed.

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

[0069] ​For example, 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, it indicates that the vehicle speed has dropped to the first braking threshold value, and the MCUR can execute the precondition checking strategy. Conversely, if the current speed value 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 checking strategy is not entered.

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

[0071] In some embodiments, the precondition checking strategy includes signal validity checking of the received vehicle speed signal, steering wheel steering signal, electric power steering system angle signal, accelerator pedal signal, and electronic parking brake system (EPB) state signal, fault level checking of whether the fault level of the front wheel electric drive master or the rear wheel electric drive master itself is less than a preset first level threshold value, and vehicle stationary state checking of whether the current vehicle speed is less than a preset first braking speed value; executing the precondition checking strategy, as shown in Figure 4 The method comprises:

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

[0073] Specifically, the first level threshold value and the first braking speed value are values set according to the requirements of the vehicle U-turn task. For example, the first level threshold value can be set to 3, and the first braking speed value can be set to 1 kilometer per hour.

[0074] Step S402: if the results of the signal validity checking are all valid, the fault level checking passes, and the result of the vehicle stationary state checking is stationary, it is determined that the vehicle U-turn precondition checking passes. If the results of the signal validity checking are invalid, or the fault level checking does not pass, or the result of the vehicle stationary state checking is not stationary, it is determined that the vehicle U-turn precondition checking does not pass.

[0075] If the results of the signal validity check are all valid, it indicates that the MCUR has received all the signals and all the signals are valid. If the fault level check passes, it indicates that the fault level of the front-wheel electric drive master and the fault level of the rear-wheel electric drive master are both below the first threshold. If the result of the vehicle stationary state check is stationary, it indicates that the current vehicle speed is below the first braking speed value. Conversely, if the MCUR does not receive any of the signals of the vehicle speed signal, the steering wheel steering signal, the electric power steering system angle signal, the accelerator pedal signal, and the electronic parking brake system state signal, the signal validity check fails. If the MCUR finds that any of the signals of the vehicle speed signal, the steering wheel steering signal, the electric power steering system angle signal, the accelerator pedal signal, and the electronic parking brake system state signal is invalid or abnormal, the result of the signal validity check is invalid. Similarly, if the fault level of the front-wheel electric drive master or the fault level of the rear-wheel electric drive master exceeds the first threshold, the fault level check fails. Generally, if the current vehicle speed is not below the first braking speed value, the result of the vehicle stationary state check is non-stationary.

[0076] For example, if the results of the validity check of the vehicle are all valid, the fault level check passes, and the current vehicle speed has dropped to 0.5 kilometers per hour, it is determined that the pre-condition check for the vehicle to perform a U-turn passes.

[0077] In the above vehicle U-turn control method, since a pre-condition check strategy before performing a U-turn action on the vehicle is designed, it can accurately identify whether the vehicle has the condition to perform a U-turn action, and ensure the safety and reliability of the vehicle when performing a U-turn action.

[0078] Further, the MCUR performs a U-turn pre-entry strategy on the rear-wheel electric drive to further reduce the vehicle speed to 0, so that the vehicle is in a stationary state.

[0079] In some embodiments, the U-turn pre-entry strategy on the rear-wheel electric drive of the vehicle includes: Figure 5 As shown in the figure, it includes:

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

[0081] Specifically, when the vehicle driver steps on the brake pedal, generally only the front wheels of the vehicle are pinched for pinch braking. Therefore, the MCUR performs a pinch braking operation on the left and right rear wheels of the vehicle in a manner that can produce a more sufficient braking effect to reduce the vehicle speed to 0.

[0082] Step S502: a U-turn pre-entry signal is sent to the front wheel electric drive master control to make the front wheel electric drive master control reduce the speed value of the front wheel electric drive to 0, or perform a clamping brake operation on the front wheel of the vehicle.

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

[0084] In the above vehicle U-turn control method, since a sufficient braking strategy before performing a U-turn action on the vehicle is designed, the vehicle speed can be reduced to 0, ensuring that the vehicle is in a stationary state before performing a U-turn action, and improving the reliability of the subsequent vehicle when performing a U-turn action.

[0085] Step S202: when it is monitored that the current vehicle speed is 0, determine the steering state of the vehicle.

[0086] Specifically, when the MCU Rmonitors that the current vehicle speed is 0, i.e. the vehicle is in a stationary state, the steering state of the vehicle can be determined by the VCU, which includes left steering to position, right steering to position, no left steering to position and no right steering to position.

[0087] In some embodiments, the vehicle control unit of the vehicle, in response to a U-turn entry 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 side of the front of the vehicle head according to the environmental information; determine the steering state of the vehicle, such as Figure 6 As shown, including:

[0088] Step S601: determine whether the vehicle has been left steered to position.

[0089] Wherein, if the vehicle has been left steered to position, it indicates that the vehicle control unit has turned the front wheels to the maximum angle along the left side of the front of the vehicle head, or if the vehicle has been right steered to position, it indicates that the vehicle control unit has turned the front wheels to the maximum angle along the right side of the front of the vehicle head. The maximum angle is determined by the structure design of the vehicle.

[0090] Step S602: if the vehicle has not been left steered to position, determine whether the vehicle has been right steered to position; if the vehicle has not been right steered to position, return to the step of performing a U-turn pre-entry strategy on the rear wheel electric drive of the vehicle.

[0091] If the vehicle is not turned left to the right position, it indicates that the current front wheel in the direction of the left side of the front of the car head is not at the maximum turning angle, or if the vehicle is not turned right to the right position, it indicates that the current front wheel in the direction of the right side of the front of the car head is not at the maximum turning angle.

[0092] In the above-mentioned vehicle U-turn control method, since a turning direction and sufficiency judgment mechanism before the vehicle performs a U-turn action is designed, it can be determined whether the left or right turning of the vehicle front wheel is in place, ensuring that the vehicle can complete the U-turn action with the shortest arc length trajectory, and improving the driving experience.

[0093] Step S203: If the turning state is left turning to the right, release the clamping braking state of the right rear wheel; or if the turning state is right turning to the right, release the clamping braking state of the left rear wheel.

[0094] If the vehicle front wheel has been turned left to the right, it indicates that the vehicle needs to provide a driving force to the front of the car head in the subsequent U-turn, and the MCUR keeps the left rear wheel clamped to provide a static friction force to the rear of the car head, so that the vehicle body generates a left side attitude turning angle to complete the U-turn action. Similarly, if the vehicle front wheel has been turned right to the right, it indicates that the vehicle needs to provide a driving force to the front of the car head in the subsequent U-turn, and the MCUR keeps the right rear wheel clamped to provide a static friction force to the rear of the car head, so that the vehicle body generates a right side attitude turning angle to complete the U-turn action.

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

[0096] If the clamping braking state of the right rear wheel is released, or the front wheel electric drive has not entered the U-turn state, the step of releasing the clamping braking state of the left rear wheel is entered;

[0097] If the front wheel electric drive is not in the original position turning state, it indicates that the front wheel of the vehicle is in the pinch braking state due to the driver still stepping on the brake pedal, causing the front wheel electric drive to be in the original position turning pre-entry state, and further causing the front wheel electric drive to not be in the original position turning state. In addition, if the pinch braking device of the right rear wheel fails, it can cause the release of the pinch braking state of the right rear wheel to fail. If the pinch braking state of the left rear wheel is successfully released, it indicates that during the subsequent original position turning of the vehicle, the front wheel of the vehicle has been turned to the left, but the left rear wheel provides driving force pointing forward, and the right rear wheel provides static friction force pointing backward due to the failure to contact the pinch state. At this time, the vehicle body can still generate a posture turning angle to the left to complete the original position turning action, but the posture turning angle generated at this time is smaller than when the left rear wheel provides driving force.

[0098] When the pinch braking state of the left rear wheel is released, the method further includes:

[0099] If the release of the pinch braking state of the left rear wheel fails, or the front wheel electric drive is still not in the original position turning state, the method returns to the step of performing the original position turning pre-entry strategy on the rear wheel electric drive of the vehicle.

[0100] Similarly, if the pinch braking device of the left rear wheel fails, it can cause the release of the pinch braking state of the right rear wheel to fail. In addition, if the driver is still stepping on the brake pedal, it can cause the front wheel electric drive to still not be in the original position turning state. At this time, the MCUR returns to the step of performing the original position turning pre-entry strategy on the rear wheel electric drive of the vehicle.

[0101] In the above vehicle original position turning control method, a judgment mechanism for the effectiveness of the pinch braking release function before the vehicle performs the original position turning action is designed, which can verify whether the pinch braking release function is effective, and ensure that the vehicle can still complete the original position turning action when the pinch braking release function fails, thereby improving the driving experience.

[0102] In some embodiments, after the pinch braking state of the right rear wheel is released or the pinch braking state of the left rear wheel is released, as shown in Figure 7 the method further includes:

[0103] Step S701: Check whether an effective signal of the accelerator pedal is received, and judge whether the stepping function of the accelerator pedal is effective according to the signal.

[0104] The stepping function of the accelerator pedal is determined by whether the accelerator pedal still has a movable space. For example, when the driver has stepped on the accelerator pedal, the accelerator pedal has no movable space, and the MCUR judges that the stepping function of the accelerator pedal is invalid.

[0105] Step S702: If the accelerator pedal validity signal is not received, or it is judged that the accelerator pedal stepping function has failed, or the front wheel electric drive is not in the original turning working state, return to the step of executing the original turning pre-entry strategy on the rear wheel electric drive of the vehicle.

[0106] In addition, the front wheel electric drive may not be in the original turning working state due to the driver stepping on the brake pedal halfway, at which time the MCUR returns to the step of executing the original turning pre-entry strategy on the rear wheel electric drive of the vehicle.

[0107] In the above vehicle original turning control method, since a judgment mechanism for the validity of the accelerator pedal before the vehicle performs the original turning action is designed, it can be ensured that the driver of the vehicle does not step on the accelerator pedal and does not step on the brake pedal, ensuring that the accelerator pedal has a movable space and the brake pedal is available before the vehicle performs the original turning action, so that the driver can adjust the vehicle speed at any time by stepping on the accelerator pedal or brake pedal when the vehicle performs the original turning action, improving the driving experience.

[0108] Step S204: After receiving the accelerator pedal validity signal of the vehicle and the front wheel electric drive being in the original turning working state, control the front wheel electric drive to output a target speed value to complete the original turning action of the vehicle.

[0109] Wherein, if the front wheel electric drive is in the original turning working state, it indicates that the driver does not step on the brake pedal, and the target speed value is a value set according to the original turning task requirement. Finally, after completing all the above original turning preparations, the MCUR controls the front wheel electric drive to output the target speed value, so that the vehicle body generates a posture steering angle deviating to the left or right side to complete the original turning action. In this way, the output speed value of the front wheel motor or the rear wheel motor can be adjusted in time and accurately when the vehicle performs the original turning, improving the driving experience.

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

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

[0112] Wherein, the second level threshold is a value set according to the original turning task requirement of the vehicle, which can be equal to the first level threshold described above. For example, if the first level threshold is set to 3, the second level threshold can also be set to 3.

[0113] The steps of performing the pre-exit strategy of the original turning around include: releasing the clamping brake state of all wheels of the vehicle, reducing the output torque of the front wheel motor and the rear wheel motor to a set torque threshold, ensuring that the pedal function of the accelerator pedal is in an effective state, and reducing the rotation speed value of the output of the front wheel motor and the rear wheel motor.

[0114] Among them, after the MCUR performs the pre-exit strategy of the original turning around, all wheels of the vehicle, the front wheel motor, the rear wheel motor and the accelerator pedal are restored to the state of the vehicle when parking, so that the driver can at any time improve the vehicle speed by stepping on the accelerator pedal, and then make the vehicle completely exit the original turning around state.

[0115] In the above-mentioned vehicle original turning around control method, since a fault judgment mechanism after the vehicle performs the original turning around action is designed, the driver can at any time make the vehicle completely exit the original turning around state by stepping on the accelerator pedal, and the driving experience is improved.

[0116] It should be noted that, as for each step included in the vehicle original turning around control method provided in any one of the above-mentioned embodiments, unless otherwise specified herein, the execution of these steps does not have strict order restrictions, and these steps can be executed in other orders. Moreover, at least part of these steps can include multiple sub-steps or multiple stages, and these sub-steps or stages do not necessarily have to be executed at the same time, but can be executed at different times, and the execution order of these sub-steps or stages does not necessarily have to be sequential, but can be executed in rotation or alternation with at least part of other steps or sub-steps or stages of other steps.

[0117] In another embodiment of the present application, as Figure 8As shown, the vehicle U-turn control method can be applied to the MCUR, which, in response to a U-turn entry instruction, first maintains the HV_standy applied to the rear electric drive and determines whether the current rotational speed value of the rear electric drive is less than 50 rpm and whether the driver is stepping on the brake pedal. If the current rotational speed value of the rear electric drive is less than 50 rpm and the driver is stepping on the brake pedal, the MCUR performs a precondition check strategy. Then, after determining that the U-turn precondition check of the vehicle is passed, the MCUR performs a pinch braking operation on the left and right rear wheels of the vehicle to make the vehicle speed drop to 0, and sends a U-turn pre-entry signal to the front electric drive master to make the front electric drive master reduce the rotational speed value of the front electric drive to 0. Then, when the MCUR monitors that the current vehicle speed is 0, it determines whether the vehicle has turned left to the right. If the vehicle has not turned left to the right, it determines whether the vehicle has turned right to the right; if the vehicle has not turned right to the right, it returns to the step of performing the U-turn pre-entry strategy on the rear electric drive of the vehicle. If the steering state is left turn to the right, the pinch braking state of the right rear wheel is released; or, if the steering state is right turn to the right, the pinch braking state of the left rear wheel is released. In addition, when the MCUR releases the pinch braking state of the right rear wheel, if the release of the pinch braking state of the right rear wheel fails, or the front electric drive has not entered the U-turn state, it enters the step of releasing the pinch braking state of the left rear wheel. And when the MCUR releases the pinch braking state of the left rear wheel, if the release of the pinch braking state of the left rear wheel fails, or the front electric drive has not entered the U-turn state, it returns to the step of performing the U-turn pre-entry strategy on the rear electric drive of the vehicle. Finally, after releasing the pinch braking state of the right rear wheel or releasing the pinch braking state of the left rear wheel, the MCUR checks whether an accelerator pedal valid signal is received and determines whether the stepping function of the accelerator pedal is valid according to the accelerator pedal valid signal. If no accelerator pedal valid signal is received, or it is determined that the stepping function of the accelerator pedal has failed, or the front electric drive is not in the U-turn working state, it returns to the step of performing the U-turn pre-entry strategy on the rear electric drive of the vehicle. Otherwise, after the MCUR receives the accelerator pedal valid signal of the vehicle and the front electric drive is in the U-turn working state, the target rotational speed value of the front electric drive is controlled to complete the U-turn action of the vehicle.

[0118] In addition, in the embodiment, if one of the fault level of the front wheel electric drive or the rear wheel electric drive exceeds the set second level threshold, or the electronic parking brake system fails, the MCUR releases the clamping brake state of all wheels of the vehicle, reduces the output torque of the front wheel electric drive and the rear wheel electric drive to the set torque threshold, ensures that the pedal function of the accelerator pedal is in an effective state, and reduces the output speed value of the front wheel electric drive and the rear wheel electric drive. In addition, before the MCUR executes the pre-exit strategy for the U-turn, if the fault state is restored, it returns to the step of executing the pre-entry strategy for the U-turn for the rear wheel electric drive of the vehicle; or, if a U-turn exit instruction is received, it enters the step of executing the pre-exit strategy for the U-turn. Through the steps of the above methods, the output speed value of the front and rear wheel motors can be adjusted in time and accurately when the vehicle is performing a U-turn, and the driving experience is improved

[0119] The application provides a vehicle U-turn control device according to a second aspect. 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 respectively used to independently provide driving torque for the front wheel and the rear wheel of the vehicle. The device executes a U-turn control method through the rear wheel electric drive master control, as shown in the following table: Figure 9

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

[0121] The steering state determination module 120 is used to determine the steering state of the vehicle when it is monitored that the current vehicle speed is 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 left steering in place; or release the clamping brake state of the left rear wheel if the steering state is right steering in place.

[0123] The U-turn execution module 140 is used to control the target speed value of the front wheel electric drive to complete the U-turn action of the vehicle after receiving the accelerator pedal effective signal of the vehicle and the front wheel electric drive is in the U-turn working state.

[0124] In some embodiments, the device further comprises a precondition check module 150. Before determining that the preconditions for the U-turn of the vehicle pass the check, the precondition check module 150 is used to judge whether the current speed value of the rear wheel electric drive is less than a preset first brake threshold and whether the vehicle is in a braking state in response to receiving a U-turn entry instruction while maintaining the high-voltage standby strategy executed for the rear wheel electric drive; if the current speed value of the rear wheel electric drive is less than the first brake threshold and the vehicle is in a braking state, the precondition check strategy is executed.​

[0125] In some embodiments, the precondition checking module 150 is further configured to perform a signal validity check, a fault level check, and a vehicle stationary state check; if the results of the signal validity check are all valid, the fault level check passes, and the result of the vehicle stationary state check is stationary, it is determined that the precondition check for the vehicle's spot turn passes. If the results of the signal validity check are that there is an invalid signal, or the fault level check does not pass, or the result of the vehicle stationary state check is not stationary, it is determined that the precondition check for the vehicle's spot turn does not pass.

[0126] In some embodiments, the clamping brake execution module 110 is further configured to perform a clamping brake operation on the left and right rear wheels of the vehicle to make the vehicle speed drop to 0; send a spot turn pre-entry signal to the front wheel electric drive master to make the front wheel electric drive master reduce the speed value of its front wheel electric drive to 0, or perform a clamping brake operation on the front wheels of the vehicle.

[0127] In some embodiments, the steering state determination module 120 is further configured to determine whether the vehicle has been turned left to position; if the vehicle has not been turned left to position, determine whether the vehicle has been turned right to position; if the vehicle has not been turned right to position, return to the step of performing a spot turn pre-entry strategy on the rear wheel electric drive of the vehicle.

[0128] In some embodiments, when the clamping brake release module 130 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 spot turn state, it enters the step of releasing the clamping brake state of the left rear wheel; in the embodiment, when the clamping brake release module 130 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 still has not entered the spot turn state, it returns to the step of performing a spot turn pre-entry strategy on the rear wheel electric drive of the vehicle.

[0129] In some embodiments, after the clamping brake state of the right rear wheel or the clamping brake state of the left rear wheel is released, the spot turn execution module 140 is further configured to check whether an accelerator pedal valid signal is received and determine whether the pedal function of the accelerator pedal is valid based on the accelerator pedal valid signal; if the accelerator pedal valid signal is not received, or it is determined that the pedal function of the accelerator pedal has failed, or the front wheel electric drive is not in the spot turn working state, it returns to the step of performing a spot turn pre-entry strategy on the rear wheel electric drive of the vehicle.

[0130] In some embodiments, the device further comprises a spot turn exit module 160, after controlling the front wheel electric drive output target rotating speed value, the spot turn exit module 160 is further used for executing a spot turn pre-exit strategy in response to the vehicle entering a fault state; wherein the fault state at least includes one of the fault level of the front wheel electric drive or the rear wheel electric drive exceeding a set second level threshold, or the electronic parking brake system failing; wherein the steps of the spot turn exit module 160 executing the spot turn pre-exit strategy include: releasing the clamping brake 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 pedal function of the accelerator pedal is in an effective state, and reducing the rotating speed values output by the front wheel electric drive and the rear wheel electric drive.

[0131] For specific limitations applicable to the vehicle spot turn control device, reference can be made to the limitations applicable to the vehicle spot turn control method in the foregoing, which will not be repeated here. Each module in the vehicle spot turn control device described above can be realized by software, hardware, and combinations thereof, in whole or in part. Each module described above can be embedded in or independent of the processor in the computer device in hardware form, or stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0132] According to a third aspect, the present application provides a vehicle, as shown in the accompanying drawings, Figure 1 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 spot turn control device described above.

[0133] The spot turn control device can be installed inside the MCUR (101), 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 the rear wheels of the vehicle, and the spot turn control device realizes the steps of any one of the vehicle spot turn control methods in the above embodiments after receiving the spot turn entry instruction.

[0134] According to a fourth aspect, the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the steps of any one of the vehicle spot turn control methods in the above embodiments.

[0135] According to a fifth aspect, the present application provides a computer device, as shown in the accompanying drawings, Figure 10 The computer device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to realize the steps of any one of the vehicle spot turn control methods.

[0136] In one embodiment, a computer device is provided, which can be a server, and its internal structure diagram can be as shown in the accompanying drawingsFigure 10 The computer device includes a processor, a memory, a network interface and a database connected by a system bus. The processor of the computer device is configured 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 running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data related to the vehicle U-turn control. The network interface of the computer device is configured to communicate with an external terminal through a network connection. The computer program is configured to be executed by the processor to implement any of the vehicle U-turn control methods.

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

[0138] The technical features of the above embodiments can be combined in any manner. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not contradict, they should be considered within the scope of the present application.

[0139] The above embodiments only express several implementation manners of the present application, and the description is specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be noted that for those skilled in the art, without departing from the concept of the present application, some modifications and improvements can be made, which are within the scope of the present application. Therefore, the scope of the patent of the present application should be subject to the appended claims.

[0140] Finally, it is to be understood that the phraseology or terminology such as "first" and "second" etc. is merely used to differentiate one from another entity or action, but does not require or imply that these are in any way prior one or the other. Moreover, the terms "comprising", "including", or any other closure, are intended to cover the non-exclusive inclusion of the elements listed, such that process, method, article, or apparatus that comprises elements not expressly listed does not exclude other elements from being present. Without more limitation, an element preceded by "comprising" does not exclude the presence of additional identical elements in the process, method, article, or apparatus including the element.

Claims

1. A vehicle u-turn-in-place control method characterized by, The front-wheel electric drive master in the vehicle is connected with the rear-wheel electric drive master, the front-wheel electric drive and the rear-wheel electric drive of the vehicle are respectively used for independently providing driving torque for the front wheel and the rear wheel of the vehicle, and the method is applied to the rear-wheel electric drive master and comprises the following steps of: After determining that the pre-condition check of the vehicle's U-turn is passed, a U-turn pre-entry strategy 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 pinch 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 pinch braking state of the right rear wheel is released; or if the steering state is right steering in place, the pinch braking state of the left rear wheel is released; After receiving the effective signal of the accelerator pedal of the vehicle and the front-wheel electric drive being in the U-turn working state, the target speed value of the front-wheel electric drive is controlled to complete the U-turn action of the vehicle; The U-turn pre-entry strategy is executed on the rear-wheel electric drive of the vehicle, comprising the following steps of: The pinch braking operation is executed on the left rear wheel and the right rear wheel of the vehicle to make the vehicle speed suddenly drop to 0; The U-turn pre-entry signal is sent to the front-wheel electric drive master, so that the front-wheel electric drive master reduces the speed value of the front-wheel electric drive to 0, or the pinch braking operation is executed on the front wheel of the vehicle.

2. The method of claim 1, wherein, Before determining that the pre-condition check of the vehicle's U-turn is passed, the method further comprises the following steps of: In response to receiving the U-turn entry instruction, while maintaining the high-voltage standby strategy executed on the rear-wheel electric drive, it is judged whether the current speed value of the rear-wheel electric drive is less than a preset first braking threshold value 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 value and the vehicle is in the braking state, a pre-condition check strategy is executed. 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 of claim 2, wherein, The pre-condition check strategy comprises signal validity check on the received vehicle speed signal, steering wheel steering signal, electric power assisted steering system angle signal, accelerator pedal signal and electronic parking brake system state signal, fault level check on whether the fault level of the front-wheel electric drive master or the rear-wheel electric drive master itself is less than a preset first level threshold value, and vehicle stationary state check on whether the current vehicle speed is less than a preset first braking vehicle speed value. The execution of the pre-condition check strategy comprises the following steps of: The signal validity check, the fault level check and the vehicle stationary state check are executed; If the results of the signal validity check are all 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 of the U-turn of the vehicle is passed; If the results of the signal validity check are that there is an invalid 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 pre-condition check of the U-turn of the vehicle is not passed.

4. The method of claim 1, wherein, The vehicle control unit of the vehicle, in response to a spin turn entering instruction from a driver, detects and acquires environmental information around the vehicle body through a back-up radar of the vehicle, and turns the front wheels of the vehicle to the left or right side in front of the vehicle head according to the environmental information; the determination of the steering state of the vehicle comprises: determining whether the vehicle has been turned to the left to position; if the vehicle has not been turned to the left to position, determining whether the vehicle has been turned to the right to position; if the vehicle has not been turned to the right to position, returning to the step of executing a spin turn pre-entering strategy on the rear wheel electric drive of the vehicle; wherein, if the vehicle has been turned to the left to position, it indicates that the vehicle control unit has turned the front wheels to the maximum turning angle along the left side in front of the vehicle head, or if the vehicle has been turned to the right to position, it indicates that the vehicle control unit has turned the front wheels to the maximum turning angle along the right side in front of the vehicle head.

5. The method of claim 4, wherein, Whether the front wheel electric drive has entered the spin turn state is determined by the front wheel electric drive master control; when the right rear wheel is released from the clamping brake state, the method further comprises: if the right rear wheel fails to release the clamping brake state, or the front wheel electric drive fails to enter the spin turn state, the step of releasing the clamping brake state of the left rear wheel is entered; when the clamping brake state of the left rear wheel is released, the method further comprises: if the left rear wheel fails to release the clamping brake state, or the front wheel electric drive still fails to enter the spin turn state, the step of executing a spin turn pre-entering strategy on the rear wheel electric drive of the vehicle is returned to.

6. The method of claim 5, wherein, After the clamping brake state of the right rear wheel is released or the clamping brake state of the left rear wheel is released, the method further comprises: checking whether the oil pedal effective signal is received and judging whether the pedal function of the oil pedal is effective according to the oil pedal effective signal; if the oil pedal effective signal is not received, or it is judged that the pedal function of the oil pedal has failed, or the front wheel electric drive is not in the spin turn working state, the step of executing a spin turn pre-entering strategy on the rear wheel electric drive of the vehicle is returned to.

7. The method of claim 1, wherein, After controlling the target speed value output by the front wheel electric drive, the method further comprises: in response to the vehicle entering a fault state, a spin turn pre-exit strategy is executed; wherein the fault state at least includes one of the fault level of the front wheel electric drive or the rear wheel electric drive exceeding a set second level threshold, or the electronic parking brake system fails; the step of executing the spin turn pre-exit strategy comprises: releasing the clamping brake 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 pedal function of the oil pedal is in an effective state, and reducing the speed value output by the front wheel electric drive and the rear wheel electric drive.

8. A vehicle u-turn-in-place control device characterized by comprising: 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 respectively used to independently provide driving torque for the front wheels and the rear wheels of the vehicle, and the device is used to execute a spin turn control method, comprising: The clamping brake execution module is configured to execute a U-turn pre-entry strategy on the rear wheels of the vehicle to make the left rear wheel and the right rear wheel of the vehicle in a clamping brake state after determining that the U-turn precondition check of the vehicle is passed. The steering state determination module is configured to determine a steering state of the vehicle when monitoring that the current vehicle speed is 0. The clamping brake release module is configured to release the clamping brake state of the right rear wheel if the steering state is left steering in place, or release the clamping brake state of the left rear wheel if the steering state is right steering in place. The U-turn execution module is configured to control the front wheel electric drive to output a target speed value to complete the U-turn action of the vehicle after receiving the valid signal of the accelerator pedal of the vehicle and the front wheel electric drive being in a U-turn working state. The clamping brake execution module is specifically configured to: execute a clamping brake operation on the left rear wheel and the right rear wheel of the vehicle to make the vehicle speed drop to 0, and send a U-turn pre-entry signal to the front wheel electric drive master control to make the front wheel electric drive master control reduce the speed value of the front wheel electric drive to 0, or execute a clamping brake operation on the front wheel of the vehicle after determining that the U-turn precondition check of the vehicle is passed.

9. A vehicle characterized by comprising: 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 U-turn control device of claim 8. 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 configured to independently provide driving torque for the front wheel and the rear wheel of the vehicle, and the U-turn control device realizes the steps of the method of any one of claims 1 to 7 after receiving a U-turn entry instruction.

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