Vehicle control method and device, vehicle and storage medium

Abstract

The embodiment of the invention discloses a vehicle control method and device, a vehicle and a storage medium, and belongs to the technical field of vehicle control. The method comprises the steps that under the condition that the vehicle is in an in-situ steering control mode, each driving wheel is driven by the corresponding driving wheel; based on the actual operation parameters of the vehicle, the target rotation speed and the preset displacement speed in the target direction, the wheel speed control torque of each driving wheel is obtained; the actual operation parameters comprise the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction; and according to the wheel speed control torque of each driving wheel, the corresponding driving wheel is controlled to rotate, so that the displacement amount of the mass center of the vehicle is smaller than or equal to the preset displacement amount, and the preset displacement amount is obtained based on the preset displacement speed. Therefore, in the pivot steering process of the vehicle, the small steering radius can be kept as much as possible, and then the effect of improving the pivot steering performance of the vehicle is achieved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control technology, and relate to but are not limited to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] With the rapid development of automobile technology, in order to improve the control accuracy of vehicles, relevant technicians have designed distributed drive vehicles. These distributed drive vehicles have better maneuverability and can even make U-turns in a relatively narrow space with a very small turning radius.

[0003] In the related art, specifically, by outputting a forward driving torque to the driving wheels on the same side and outputting a backward driving torque to the driving wheels on the other side, the driving wheels on both sides of the distributed drive vehicle rotate in different directions, thereby causing the distributed drive vehicle to generate a yaw torque. In this way, the distributed drive vehicle can generate rotation to achieve the function of turning in place. In addition, the stability of the vehicle during the rotation process can be improved by controlling the rotation speed of the vehicle.

[0004] However, due to the influence of vehicle mass distribution and vehicle center of mass position, the longitudinal force may be unbalanced and the longitudinal speed may be generated during the on-the-spot turning process, which may cause the vehicle center of mass to shift. Therefore, the solutions in the related art cannot ensure that the vehicle turning radius is as small as possible, which may reduce the performance of on-the-spot turning. Summary of the invention

[0005] In view of this, the vehicle control method, device, vehicle and storage medium provided in the embodiments of the present application can achieve the effect of improving the performance of the vehicle turning on the spot. The vehicle control method, device, vehicle and storage medium provided in the embodiments of the present application are implemented as follows: In a first aspect of an embodiment of the present application, a vehicle control method is provided, which is applied to a vehicle, wherein the vehicle at least comprises: a plurality of driving wheels that are independently driven; the method comprises: When the vehicle is in the in-situ steering control mode, for each of the driving wheels, based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction, a wheel speed control torque of each of the driving wheels is obtained; the actual operating parameters include the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction; The corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, and the preset displacement is obtained based on the preset displacement speed.

[0006] Optionally, for each of the driving wheels, based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction, obtaining the wheel speed control torque of each of the driving wheels comprises: For each of the driving wheels, determining a target wheel speed of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction; Based on the target wheel speed of each of the driving wheels and the actual wheel speed of each of the driving wheels, a wheel speed control torque of each of the driving wheels is obtained.

[0007] Optionally, the actual rotation speed of the vehicle includes an actual yaw rate of the vehicle; The step of determining, for each of the driving wheels, a target wheel speed of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction comprises: For each of the driving wheels, closed-loop control is performed based on the actual yaw rate of the vehicle and the target rotational speed of the vehicle to obtain an initial wheel speed of each of the driving wheels; Performing closed-loop control based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain a first wheel speed adjustment value for each of the driving wheels; Based on the initial wheel speed of each of the driving wheels and the first wheel speed adjustment value, a target wheel speed of each of the driving wheels is obtained.

[0008] Optionally, performing closed-loop control based on the actual yaw rate of the vehicle and the target rotational speed of the vehicle to obtain an initial wheel speed of each driving wheel includes: For each of the driving wheels, a target yaw rate and a preset wheel speed feedforward amount are obtained based on a target rotational speed of the vehicle; comparing the target yaw rate with the actual yaw rate of the vehicle to obtain a yaw rate deviation value; Performing closed-loop control on the yaw angular velocity deviation value to obtain a second wheel speed adjustment value; The preset wheel speed feedforward amount is added to the second wheel speed adjustment value to obtain an initial wheel speed of each driving wheel.

[0009] Optionally, performing closed-loop control based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain the first wheel speed adjustment value of each driving wheel includes: Comparing a preset displacement speed of the vehicle with an actual displacement speed of the vehicle to obtain a displacement speed deviation value of the vehicle; A closed-loop control is performed on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value for each of the driving wheels.

[0010] Optionally, the preset displacement speed of the vehicle includes a first preset speed and a second preset speed, the actual displacement speed of the vehicle includes a first actual speed and a second actual speed, and the first preset speed and the first actual speed have the same direction, the second preset speed and the second actual speed have the same direction, and the direction of the first preset speed is perpendicular to the direction of the second preset speed; The comparing the preset displacement speed of the vehicle with the actual displacement speed of the vehicle to obtain the displacement speed deviation value of the vehicle includes: comparing the first preset speed and the first actual speed to obtain a first displacement speed deviation value of the vehicle; and / or, The second preset speed and the second actual speed are compared to obtain a second displacement speed deviation value of the vehicle.

[0011] Optionally, performing closed-loop control on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value of each driving wheel includes: Closed-loop control is performed on the first displacement speed deviation value or the second displacement speed deviation value, and the obtained first adjustment value or the second adjustment value is used as the first wheel speed adjustment value of each driving wheel.

[0012] Optionally, performing closed-loop control on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value of each driving wheel includes: Performing closed-loop control on the first displacement speed deviation value and the second displacement speed deviation value respectively to obtain a first adjustment value and a second adjustment value; The first adjustment value and the second adjustment value are weightedly calculated to obtain a first wheel speed adjustment value for each of the driving wheels.

[0013] Optionally, obtaining the wheel speed control torque of each driving wheel based on the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel comprises: Comparing each of the target wheel speeds with the actual wheel speed of each of the driving wheels to obtain a wheel speed deviation value of each of the driving wheels; Performing closed-loop control on the wheel speed deviation value of each driving wheel to obtain a torque adjustment value corresponding to each driving wheel; The torque adjustment value corresponding to each of the driving wheels and the preset torque feedforward amount are added to obtain the wheel speed control torque of each of the driving wheels.

[0014] Optionally, the method further comprises: Determining whether the vehicle currently has the right to turn in place according to a first preset condition, wherein the first preset condition includes: the gear position of the vehicle, the opening degree of the accelerator pedal of the vehicle, and the real-time wheel speed of each of the driving wheels; If the vehicle has the on-site turning authority, the vehicle is controlled to be in the on-site turning control mode.

[0015] Optionally, the method further comprises: When the wheel speed of any of the driving wheels meets the second preset condition, controlling the vehicle to exit the stationary steering control mode; or, When the difference between the actual rotation angle of the vehicle and the target rotation angle is smaller than a preset difference, the vehicle is controlled to exit the in-situ steering control mode.

[0016] According to a second aspect of the embodiments of the present application, a vehicle control device is provided, which is applied to a vehicle, wherein the vehicle at least comprises: a plurality of driving wheels which are independently driven; the device comprises: a calculation module, configured to obtain, for each of the driving wheels, a wheel speed control torque of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction when the vehicle is in an in-situ steering control mode; the actual operating parameters include an actual rotation speed of the vehicle and an actual displacement speed of the vehicle in the target direction; A control module is used to control the torque of each driving wheel according to the wheel speed of each driving wheel to control the rotation of the corresponding driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, and the preset displacement is obtained based on the preset displacement speed.

[0017] The vehicle provided in the embodiment of the present application includes a plurality of independently driven driving wheels, a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and the method described in the embodiment of the present application is implemented when the processor executes the program.

[0018] The computer-readable storage medium provided in the embodiment of the present application has a computer program stored thereon, and when the computer program is executed by a processor, the method provided in the embodiment of the present application is implemented.

[0019] The vehicle control method, device, vehicle and storage medium provided in the embodiments of the present application, when the vehicle is in the in-situ steering control mode, obtains the wheel speed control torque of each driving wheel based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed in the target direction for each driving wheel. The corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement.

[0020] Wherein, when the vehicle is in the in-situ steering control mode, multiple feedback controls are performed based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed, that is, the wheel speed control torque of each driving wheel at different times or under different working conditions is continuously obtained by using the target rotation speed and the preset displacement speed, so as to correct and adjust the actual operating parameters of the vehicle. In this way, it can be ensured as much as possible that when the corresponding driving wheel is controlled according to the wheel speed control torque of each driving wheel, the actual operating parameters of the vehicle can match the target rotation speed and the preset displacement speed as accurately as possible.

[0021] Since the preset displacement speed is set relatively small, when the corresponding driving wheel is rotated according to the wheel speed control torque of each driving wheel, the actual displacement speed of the vehicle in the target direction will be relatively small (or 0), and the vehicle will generate a small displacement (or the generated displacement is 0) during the rotation of the vehicle in situ, that is, the displacement of the center of mass of the vehicle is less than or equal to the preset displacement. In this way, the offset of the rotation center of the vehicle when turning or rotating in situ can be reduced.

[0022] In this way, the vehicle can maintain a turning radius as small as possible during the process of turning on the spot, thereby achieving the effect of improving the vehicle's turning performance on the spot, thereby at least partially solving the technical problems raised in the background technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A schematic diagram of an application scenario provided in an embodiment of the present application; Figure 2 A flow chart of a first vehicle control method provided in an embodiment of the present application; Figure 3 A schematic diagram of the rotation angle of a vehicle provided in an embodiment of the present application; Figure 4 A flow chart of a second vehicle control method provided in an embodiment of the present application; Figure 5 A flowchart of a third vehicle control method provided in an embodiment of the present application; Figure 6 A flowchart of a fourth vehicle control method provided in an embodiment of the present application; Figure 7 A flowchart of a fifth vehicle control method provided in an embodiment of the present application; Figure 8 A flowchart of a sixth vehicle control method provided in an embodiment of the present application; Fig. 9 A logic diagram of a closed-loop control provided in an embodiment of the present application; Fig.10 A schematic diagram of a functional architecture of a vehicle provided in an embodiment of the present application; Fig.11 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the specific technical solution of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0027] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0028] It should be pointed out that the terms "first\second\third" involved in the embodiments of the present application are used to distinguish similar or different objects, and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.

[0029] In the related art, specifically, by outputting a forward driving torque to the driving wheels on the same side and outputting a backward driving torque to the driving wheels on the other side, the driving wheels on both sides of the distributed drive vehicle rotate in different directions, thereby causing the distributed drive vehicle to generate a yaw torque. In this way, the distributed drive vehicle can generate rotation to achieve the function of turning in place. In addition, the stability of the vehicle during the rotation process can be improved by controlling the rotation speed of the vehicle.

[0030] However, due to the influence of vehicle mass distribution and vehicle center of mass position, the longitudinal force may be unbalanced and the longitudinal speed may be generated during the on-the-spot turning process, which may cause the vehicle center of mass to shift. Therefore, the solutions in the related art cannot ensure the minimum turning radius of the vehicle, which may lead to the problem of reduced on-the-spot turning performance.

[0031] To this end, an embodiment of the present application provides a vehicle control method, by obtaining the wheel speed control torque of each driving wheel based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction for each driving wheel when the vehicle is in the in-situ steering control mode. The corresponding driving wheel rotation is controlled according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement. The actual operating parameters include the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction. In this way, the vehicle can keep a small turning radius as much as possible during the in-situ steering process, thereby achieving the effect of improving the in-situ steering performance of the vehicle.

[0032] The embodiment of the present application is described by taking the vehicle control method applied in a vehicle as an example, but it does not mean that the embodiment of the present application can only be applied to the vehicle control in the vehicle.

[0033] Optionally, the vehicle may include but is not limited to a pure electric vehicle, an extended-range vehicle, and a hybrid vehicle. Specifically, the vehicle may be a distributed drive vehicle, that is, the vehicle may include at least a plurality of drive wheels that are independently driven.

[0034] For example, Figure 1 A schematic diagram of an application scenario is provided. Figure 1 In (a) of the figure, a distributed drive vehicle is provided in this scenario. The vehicle may include four drive wheels, namely, a drive wheel L1, a drive wheel L2, a drive wheel L3, and a drive wheel L4. The vehicle also includes four motors M, each of which is used to independently drive a drive wheel.

[0035] Moreover, the vehicle also includes a power battery B, which can be used to supply power to each motor M.

[0036] Optionally, each motor M may be a hub motor, a wheel-side motor, or a dual motor assembly with the same drive shaft back-to-back, or a combination of multiple forms. It is only necessary to ensure that each battery M can independently output the corresponding torque to each drive wheel, and the embodiment of the present application does not limit this.

[0037] Optionally, for each driving wheel, a differential does not need to be provided between the two wheels on the same driving shaft, so the rotational speed and torque of the two wheels on the same driving shaft can be independently controlled.

[0038] Furthermore, when the vehicle needs to be controlled to turn in situ, the two motors M on the left (with Figure 1 The two motors M (on the left side of the vehicle shown in the figure) and on the right side apply torques of equal magnitude and opposite directions, so that the two wheels on the left and the two wheels on the right generate driving forces of equal magnitude and opposite directions, thereby causing the vehicle to generate a rotational torque. When the rotational torque exceeds the resistance torque of the ground on each driving wheel, each driving wheel begins to slip, causing the vehicle to rotate in place.

[0039] Continue to see Figure 1 (b) in the figure, where X represents the longitudinal coordinate axis in the coordinate system established with the center of the vehicle as the origin, and the positive direction of the X axis is the direction passing through the center of mass and pointing to the front of the vehicle. Y represents the transverse coordinate axis in the coordinate system, and the positive direction of the Y axis is the direction passing through the center of mass and pointing to the left side of the vehicle. Z represents the vertical coordinate axis in the coordinate system, and the positive direction of the Z axis is the direction passing through the center of mass, perpendicular to the ground, and pointing to the top of the vehicle.

[0040] F ij It can be used to represent the driving force (also known as longitudinal force) exerted on each driver by the ground in the X-axis direction. ij represents fl / fr / rl / rr, representing the left front wheel / right front wheel / left rear wheel / right rear wheel respectively. CoG represents the center of mass of the vehicle.

[0041] During the on-the-spot steering process, the mass distribution and center of mass position of the vehicle have a significant impact on the loads on the front and rear axles, resulting in an unbalanced driving force, which will generate longitudinal or lateral speeds, thereby causing the center of mass to shift. That is, during the on-the-spot steering process, the vehicle may have translational motion in the X-axis and / or Y-axis directions.

[0042] The vehicle control method provided in the embodiment of the present application can minimize the displacement of the vehicle in the X-axis and / or Y-axis direction during the on-the-spot turning process. Furthermore, the center of mass offset and the turning radius of the vehicle during the on-the-spot turning process can be minimized, thereby improving the on-the-spot turning performance of the vehicle.

[0043] It is worth noting that Figure 1 The application scenario shown is merely an example and does not mean that the vehicle control method provided in the embodiment of the present application is only applicable to a distributed drive vehicle with four drive wheels and four motors. In actual application, the vehicle control method may also be applied to a distributed drive vehicle with 3, 6, 8 or any other possible number of drive wheels.

[0044] In addition, the functions implemented by the method can be implemented by calling program codes through the processor in the vehicle. Of course, the program codes can be stored in computer storage media. It can be seen that the vehicle at least includes a storage medium and any processor with processing, control, identification, calculation and other functions.

[0045] The vehicle control method provided in the embodiment of the present application is explained in detail below.

[0046] Figure 2 This is a flow chart of a vehicle control method provided by the present application, which can be applied to the above-mentioned vehicle. Figure 2 , an embodiment of the present application provides a vehicle control method, the method comprising: Step 110: When the vehicle is in the in-situ steering control mode, for each driving wheel, the wheel speed control torque of each driving wheel is obtained based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed in the target direction.

[0047] Optionally, the vehicle may be any of the above-mentioned distributed drive vehicles. The in-situ steering control mode may refer to a mode in which the vehicle has the authority to steer in-situ and the working parameters of each driving wheel of the vehicle meet the requirements of in-situ steering. In other words, if the vehicle is in the in-situ steering control mode, it means that the vehicle can currently perform an in-situ steering operation.

[0048] Optionally, the actual operating parameters include the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction. The actual operating parameters may also include the actual wheel speed of each driving wheel of the vehicle.

[0049] The actual rotation speed may include the actual yaw rate of the vehicle, which may refer to the yaw rate of the vehicle when it actually rotates around the center of mass of the vehicle (the Z axis of the above coordinate system). In addition, the actual rotation speed may also include the actual linear speed of the vehicle, for example, the actual linear speed may refer to the linear speed of the front position of the vehicle when the vehicle actually rotates around the center of mass of the vehicle.

[0050] Optionally, the target direction may be any possible direction. Generally, for the convenience of calculation, the target direction may refer to the above-mentioned X-axis direction and / or Y-axis direction, that is, the target direction may be a direction passing through the center of mass of the vehicle and parallel to the direction of the front of the vehicle, or may be a direction passing through the center of mass of the vehicle and perpendicular to the front of the vehicle. This embodiment of the application does not limit this.

[0051] That is to say, the actual displacement speed may refer to the speed at which the center of mass of the vehicle actually displaces in the target direction.

[0052] Optionally, the target rotation speed may refer to the speed at which the user expects the vehicle to rotate around the center of mass of the vehicle, for example, the target rotation speed may include a target yaw rate. In addition, the target rotation speed may also be used to indicate the linear velocity of a certain position of the vehicle when the user expects it to rotate, for example, the target rotation speed may also include a target linear velocity, which generally indicates the linear velocity of the same position of the vehicle as the actual linear velocity. Exemplarily, the target rotation speed may be provided in the form of a speed gear for the user to select, for example, the user may select a high gear, a middle gear, or a low gear as the target rotation speed, and the target rotation speed may include a target yaw rate or the target linear velocity, that is, each gear may correspond to a target yaw rate or the target linear velocity. It is understandable that if the user selects a fixed target rotation angle, then if the user selects a high gear as the target rotation speed, the vehicle can rotate to the target rotation angle at a faster speed.

[0053] For example, the target rotation speed may be determined by a rotation speed gear selected by a user or preset by relevant technicians. This embodiment of the present application does not limit this.

[0054] Optionally, the preset displacement speed may refer to the speed at which the user expects the center of mass of the vehicle to actually move in the target direction. Generally, in order to reduce the displacement of the center of mass of the vehicle as much as possible, the preset displacement speed may be set to be relatively small; for example, the preset displacement speed may be set to 0.

[0055] Optionally, the wheel speed control torque of each driving wheel is used to indicate the driving force provided by a motor in the vehicle to each driving wheel.

[0056] It should be noted that, during the process of turning or rotating the vehicle in place, the adhesion coefficient between the driving wheels of the vehicle and the ground may change, or the uneven distribution of the mass of the vehicle may affect the vertical loads of different driving wheels, which may cause the actual operating parameters of the vehicle to change. Therefore, in this process, it is necessary to continuously obtain the actual operating parameters of the vehicle for real-time control.

[0057] It can be understood that in this embodiment, the wheel speed control torque of each driving wheel is determined based on the actual operating parameters of the vehicle, the target rotation speed desired by the user, and the preset displacement speed. Specifically, during the process of the vehicle turning on the spot, the vehicle can be controlled using the actual rotation speed and the target rotation speed, and at the same time using the actual displacement speed and the preset displacement speed. For example, the actual yaw angular velocity in the actual rotation speed and the target yaw angular velocity in the target rotation speed can be used for control; in addition, the actual linear velocity in the actual rotation speed and the target linear velocity in the target rotation speed can also be used for control. This embodiment of the present application is not limited to this.

[0058] Specifically, when the vehicle is controlled using the actual rotation speed and the target rotation speed, the actual rotation speed and the target rotation speed may be used to perform real-time calculations, and then the wheel speed of each driving wheel may be controlled according to the obtained calculation results; in addition, when the vehicle is controlled using the actual displacement speed and the preset displacement speed, the actual displacement speed and the preset displacement speed may be used to perform real-time calculations, and then the wheel speed of each driving wheel may be controlled according to the obtained calculation results. The embodiments of the present application are not limited to this.

[0059] Moreover, when executing step 110, it may be necessary to perform multiple feedback controls based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed, that is, to continuously obtain multiple wheel speed control torques for each driving wheel at different times or under different working conditions by using the target rotation speed and the preset displacement speed, and then correct and adjust the actual operating parameters of the vehicle.

[0060] In this way, it can be ensured as much as possible that each wheel speed control torque can accurately match the requirements of the target rotation speed and the preset displacement speed.

[0061] Step 120: Control the torque of each driving wheel according to the wheel speed to control the corresponding driving wheel to rotate, so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement.

[0062] Optionally, the displacement of the center of mass may be the displacement of the center of mass in the target direction.

[0063] Exemplarily, the preset displacement is obtained based on the preset displacement speed, and the preset displacement may also be the displacement in the target direction. Specifically, the preset displacement may be set by relevant technicians or users according to actual needs. For example, if the user or relevant technician expects that the offset (displacement) of the center of mass of the vehicle during the on-the-spot turning process is as small as possible, then the preset displacement speed may be set smaller, so that the displacement of the center of mass of the vehicle and the preset displacement will be smaller. For another example, if the offset (displacement) of the center of mass of the vehicle during the on-the-spot turning process is expected to be 0, then the preset displacement speed may be set to 0. In this case, since the vehicle does not generate displacement in the target direction during the on-the-spot turning process, the preset displacement may be set to 0.

[0064] It is worth noting that since the vehicle needs to obtain a new wheel speed control torque in real time when it is turning or rotating in place, and control the corresponding drive wheel to rotate according to the new speed control torque in real time, until it is determined that the vehicle can rotate to the target rotation angle, and then stop controlling each drive wheel.

[0065] Moreover, when the vehicle is turning or rotating in place, each driving wheel of the vehicle may need to rotate, so each driving wheel can be controlled accordingly. In addition, in actual application, when the vehicle rotates to the target rotation angle, the vehicle can stop rotating, and at this time, each driving wheel of the vehicle can be controlled to stop rotating.

[0066] Optionally, the target rotation angle can be selected or set by the user according to actual needs. The target rotation angle can be the angle between the current position of the vehicle and the position when the vehicle stops rotating, that is, the target rotation angle can be used to indicate the position when the user expects the vehicle to stop rotating. For example, the target rotation angle can be 30°, 90°, 180° or any other possible angle, which is not limited in the embodiments of the present application.

[0067] For example, the target rotation angle may refer to the angle between the direction of the front of the vehicle before turning in situ and the direction of the front of the vehicle after turning. Figure 3 , assuming that vehicle C turns with the center of mass o as the circle point, before vehicle C turns in situ, the direction of the front of the vehicle is A1. If the target rotation angle is -90°, then vehicle C will rotate 90° in a clockwise direction; and after the turning is completed, the direction of the front of vehicle C is A2, and the angle α between direction A1 and direction A2 is 90°.

[0068] In this embodiment, when the target rotation angle is a negative value, the vehicle will rotate in a clockwise direction; when the target rotation angle is a positive value, the vehicle will rotate in a counterclockwise direction. However, in actual application, it can also be set that when the target rotation angle is a negative value, the vehicle rotates in a counterclockwise direction; if the target rotation angle is a positive value, the vehicle rotates in a clockwise direction. This embodiment of the application does not limit this.

[0069] It is understandable that the above Figure 1 Taking the vehicle shown in (a) as an example, after the operation based on step 110, the wheel speed control torque of the driving wheel L1, the wheel speed control torque of the driving wheel L2, the wheel speed control torque of the driving wheel L3, and the wheel speed control torque of the driving wheel L4 can be obtained. In this case, the operation of controlling the rotation of the corresponding driving wheel according to the wheel speed control torque of each driving wheel may refer to controlling the rotation of the driving wheel L1 according to the wheel speed control torque of the driving wheel L1, controlling the rotation of the driving wheel L2 according to the wheel speed control torque of the driving wheel L2, controlling the rotation of the driving wheel L3 according to the wheel speed control torque of the driving wheel L3, and controlling the rotation of the driving wheel L4 according to the wheel speed control torque of the driving wheel L4. This embodiment of the application is not limited to this.

[0070] It is worth noting that the corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement. Since the wheel speed control torque of each driving wheel is obtained based on the actual operating parameters, the target rotation speed and the preset displacement speed expected by the user, therefore, when the corresponding driving wheels are controlled according to the wheel speed control torque of each driving wheel, the actual rotation speed of each driving wheel can be as close to the target rotation speed as possible, and the actual displacement speed of the vehicle can be as close to the target displacement speed as possible, so that the vehicle can rotate as smoothly as possible at the target rotation speed and as little displacement as possible during the rotation process. In this way, the displacement of the center of mass of the vehicle can be less than or equal to the preset displacement during the rotation of the vehicle, and thus the displacement (offset value) of the center of mass of the vehicle can be ensured to be as small as possible during the rotation in situ.

[0071] In the embodiment of the present application, when the vehicle is in the in-situ steering control mode, the wheel speed control torque of each driving wheel is obtained based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction. The corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement.

[0072] Wherein, when the vehicle is in the in-situ steering control mode, multiple feedback controls are performed based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed, that is, the wheel speed control torque of each driving wheel at different times or under different working conditions is continuously obtained by using the target rotation speed and the preset displacement speed, so as to correct and adjust the actual operating parameters of the vehicle. In this way, it can be ensured as much as possible that when the corresponding driving wheel is controlled according to the wheel speed control torque of each driving wheel, the actual operating parameters of the vehicle can match the target rotation speed and the preset displacement speed as accurately as possible.

[0073] Since the preset displacement speed is set relatively small, when the corresponding driving wheel is rotated according to the wheel speed control torque of each driving wheel, the actual displacement speed of the vehicle in the target direction will be relatively small (or 0), and the vehicle will generate a small displacement (or the generated displacement is 0) during the rotation of the vehicle in situ, that is, the displacement of the center of mass of the vehicle is less than or equal to the preset displacement. In this way, the offset of the rotation center of the vehicle when turning or rotating in situ can be reduced.

[0074] In this way, the vehicle can maintain a turning radius as small as possible during the process of turning on the spot, thereby achieving the effect of improving the vehicle's turning performance on the spot.

[0075] For a possible implementation, see Figure 4 , for each driving wheel, based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction, the wheel speed control torque of each driving wheel is obtained, including: Step 1101: For each driving wheel, determine a target wheel speed of each driving wheel based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction.

[0076] Optionally, the target wheel speed is an intermediate amount used to determine the wheel speed control torque of each driving wheel. Generally, after the torque applied to the driving wheel exceeds the resistance torque of the ground to the driving wheel, so that the driving wheel starts to rotate, the greater the torque applied to the driving wheel, the faster the wheel speed of the driving wheel; conversely, the smaller the torque applied to the driving wheel, the slower the wheel speed of the driving wheel.

[0077] Specifically, the target wheel speed is a wheel speed that makes the actual rotation speed of the vehicle approach (or equal to) the target rotation speed, and the actual displacement speed of the vehicle approach (or equal to) the preset displacement speed.

[0078] That is to say, when each driving wheel rotates based on the target wheel speed, the actual displacement speed of the vehicle in the target direction can be made smaller, thereby making the actual displacement speed of the vehicle in the target direction smaller. In this way, the displacement of the center of mass of the vehicle can be made less than or equal to the preset displacement.

[0079] Step 1102: Based on the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel, obtain the wheel speed control torque of each driving wheel.

[0080] Optionally, the actual wheel speed may refer to the actual rotation speed of the driving wheel.

[0081] Specifically, by comparing the actual wheel speed of a driving wheel with the target wheel speed of the driving wheel, it can be determined whether the actual wheel speed of the driving wheel needs to be increased or decreased, and then the wheel speed control torque that needs to be applied to the driving wheel can be determined.

[0082] For example, continuing with the above Figure 1 Taking the vehicle shown in (a) in FIG. 1 as an example, after the operation based on step 1101, the target wheel speed of the driving wheel L1, the target wheel speed of the driving wheel L2, the target wheel speed of the driving wheel L3, and the target wheel speed of the driving wheel L4 can be obtained. In this case, the operation of obtaining the wheel speed control torque of each driving wheel based on the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel may refer to obtaining the wheel speed control torque of the driving wheel L1 based on the target wheel speed of the driving wheel L1 and the actual wheel speed of the driving wheel L1... obtaining the wheel speed control torque of the driving wheel L4 based on the target wheel speed of the driving wheel L4 and the actual wheel speed of the driving wheel L4.

[0083] It is worth noting that when executing steps 1101 and 1102, a negative feedback mechanism can be established based on the actual operating parameters, the target rotation speed and the preset displacement speed to obtain the target wheel speed, and a negative feedback mechanism can be established based on each target wheel speed and the actual wheel speed of each driving wheel to obtain the wheel speed control torque corresponding to each driving wheel.

[0084] Since negative feedback control can reduce the error between the output value and the expected value by introducing feedback of the output signal and comparing it with the input signal, and can reduce external interference and nonlinear distortion, the accuracy and stability of the target wheel speed and the wheel speed control torque can be improved, thereby improving the performance of controlling the vehicle to perform on-the-spot turning based on the vehicle control method.

[0085] Since the actual rotation speed of the vehicle may include the actual yaw rate of the vehicle, the embodiment of the present application also provides a possible implementation method, see Figure 5, for each driving wheel, based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed in the target direction, determining the target wheel speed of each driving wheel, including: Step 1103: Perform closed-loop control based on the actual yaw angular velocity of the vehicle and the target rotational speed of the vehicle to obtain an initial wheel speed of each driving wheel.

[0086] Optionally, the initial wheel speed may refer to a wheel speed value for improving the stability and comfort of the vehicle during the on-the-spot steering process. That is, when each driving wheel rotates based on the initial wheel speed, the actual rotational angular velocity of the vehicle can be kept as stable as possible.

[0087] Step 1104: Perform closed-loop control based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain a first wheel speed adjustment value for each driving wheel.

[0088] Optionally, the first wheel speed adjustment value may be used to eliminate a deviation or difference between the actual displacement speed and the preset displacement speed.

[0089] Simply put, when each driving wheel of the vehicle rotates at the corresponding initial wheel speed, although the vehicle can be rotated at a stable speed as much as possible, the actual displacement speed of the vehicle may not match the preset displacement speed, which may cause the center of mass of the vehicle to shift and reduce the performance of turning on the spot.

[0090] Step 1105: Based on the initial wheel speed of each driving wheel and the first wheel speed adjustment value, obtain the target wheel speed of each driving wheel.

[0091] Specifically, the initial wheel speed of a driving wheel and the first wheel speed adjustment value of the driving wheel may be added together, and the obtained sum may be used as the target wheel speed of the driving wheel.

[0092] In addition, after obtaining the initial wheel speed of each driving wheel, it is necessary to perform wheel speed processing on the value of each initial wheel speed based on the direction of the vehicle's in-situ turn. For example, if the rotation direction of a driving wheel is forward (i.e., counterclockwise rotation), the initial wheel speed obtained in step 1103 can be directly added to the first wheel speed adjustment value to obtain the target wheel speed of the driving wheel.

[0093] For another example, if the rotation direction of a driving wheel is backward (ie, clockwise), the initial wheel speed obtained in step 1103 may be multiplied by "-1", and then the obtained product may be added to the first wheel speed adjustment value to obtain the target wheel speed of the driving wheel. This embodiment of the application is not limited to this.

[0094] In any embodiment of the present application, the operation of closed-loop control may specifically be proportional-integral-derivative (PID) control. It is worth noting that PID control has the advantages of simple structure, strong practicality and good stability, and therefore, the stability and efficiency of obtaining the initial wheel speed can be improved. In addition, the operation of closed-loop control may also be achieved by any other possible means, such as any possible closed-loop control strategy such as fuzzy control, sliding mode control, and adaptive control. The embodiments of the present application do not limit this.

[0095] It is worth noting that, since the initial wheel speed can improve the stability and comfort of the vehicle during on-the-spot turning, and the first wheel speed adjustment value can eliminate the deviation between the actual displacement speed and the preset displacement speed, then based on the initial wheel speed of each driving wheel and the first wheel speed adjustment value, the target wheel speed of each driving wheel is obtained, so that the rotation speed of the vehicle can be stabilized and the center of mass of the vehicle will not shift as much as possible when each driving wheel rotates according to the corresponding target wheel speed.

[0096] In this way, the vehicle's performance of turning on the spot can be improved.

[0097] For a possible implementation, see Figure 6 , based on the actual yaw rate of the vehicle and the target rotational speed of the vehicle, closed-loop control is performed to obtain the initial wheel speed of each driving wheel, including: Step 1106: For each driving wheel, a target yaw rate and a preset wheel speed feedforward amount are obtained based on the target rotation speed of the vehicle.

[0098] Optionally, the target yaw angular velocity refers to the angular velocity at which the user expects the vehicle to rotate around the center of mass of the vehicle. Specifically, the target rotation speed may be converted or analyzed to obtain a target yaw angular velocity corresponding to the target rotation speed.

[0099] Optionally, the preset wheel speed feedforward amount is set by relevant technicians according to actual conditions. Moreover, the preset wheel speed feedforward amount corresponds to the target rotation speed. Generally, the larger the target rotation speed, the larger the preset wheel speed feedforward amount; the smaller the target rotation speed, the smaller the preset wheel speed feedforward amount.

[0100] For example, if the target rotation speed is a low gear, the target yaw rate may be 1 rad / s, and the preset wheel speed feedforward may be 10 rpm; if the target rotation speed is a medium gear, the target yaw rate may be 2 rad / s, and the preset wheel speed feedforward may be 20 rpm; if the target rotation speed is a high gear, the target yaw rate may be 3 rad / s, and the preset wheel speed feedforward may be 30 rpm. The present application embodiment does not limit this.

[0101] Step 1107: Compare the target yaw rate and the actual yaw rate of the vehicle to obtain a yaw rate deviation value.

[0102] Optionally, the yaw rate deviation value is used to represent a difference between the target yaw rate and an actual yaw rate of the vehicle.

[0103] Step 1108: Perform closed-loop control on the yaw rate deviation value to obtain a second wheel speed adjustment value.

[0104] Optionally, the second wheel speed adjustment value may be a parameter for eliminating a difference between the target yaw rate and the actual yaw rate.

[0105] Step 1109: Add the preset wheel speed feedforward value to the second wheel speed adjustment value to obtain the initial wheel speed of each driving wheel.

[0106] In this embodiment, since the second wheel speed adjustment value can eliminate the difference between the target yaw rate and the actual yaw rate, the actual yaw rate of the vehicle can be made close to (or equal to) the target yaw rate when each driving wheel of the vehicle rotates according to the initial wheel speed, and the initial wheel speed can improve the stability and comfort of the vehicle during the on-the-spot turning process.

[0107] It can be understood that, because when executing the aforementioned step 1106, the target yaw angular velocity and the preset wheel speed feedforward of each driving wheel are obtained respectively, when executing step 1109, the preset wheel speed feedforward and the second wheel speed adjustment value of the same driving wheel can be added together, and the obtained sum can be used as the initial wheel speed of this driving wheel.

[0108] It is worth noting that when executing step 1109, introducing the preset wheel speed feedforward is equivalent to introducing an open-loop control amount, and the preset wheel speed feedforward can be information predicted as far as possible before the control system deviation occurs. Therefore, the initial wheel speed is obtained based on the preset wheel speed feedforward and the second wheel speed adjustment value, which can reduce the response delay and overshoot of the initial wheel speed. That is, the stability and comfort of the vehicle during the in-situ steering process can be improved with higher efficiency.

[0109] If the actual rotation speed includes the actual linear speed, the embodiment of the present application also provides two possible ways to calculate the initial wheel speed. The first way is to obtain the rotation radius of the vehicle when it rotates around the mass point, and then calculate the actual yaw rate of each driving wheel according to the actual linear speed and the rotation radius of the vehicle, and then obtain the initial wheel speed of each driving wheel according to the above steps 1103 to 1109.

[0110] In the second mode, closed-loop control can be performed based on the actual linear speed of the vehicle and the target linear speed indicated by the target rotational speed of the vehicle to obtain the initial wheel speed of each driving wheel. Furthermore, closed-loop control can be performed based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain the first wheel speed adjustment value of each driving wheel. Then, based on the initial wheel speed of each driving wheel and the first wheel speed adjustment value, the target wheel speed of each driving wheel is obtained.

[0111] Among them, performing closed-loop control based on the actual linear speed of the vehicle and the target linear speed indicated by the target rotational speed of the vehicle to obtain the initial wheel speed of each driving wheel can specifically include: for each driving wheel, obtaining the target linear speed and the preset wheel speed feedforward based on the target rotational speed of the vehicle. Comparing the target linear speed with the actual linear speed of the vehicle to obtain a linear speed deviation value. Performing closed-loop control on the linear speed deviation value to obtain a target wheel speed adjustment value. Adding the preset wheel speed feedforward amount to the target wheel speed adjustment value to obtain the initial wheel speed of each driving wheel.

[0112] Optionally, the line deviation value is used to characterize the difference between the target line speed and the actual line speed of the vehicle. The target wheel speed adjustment value may be a parameter used to eliminate the difference between the target line speed and the actual line speed.

[0113] In this way, the initial wheel speed of each driving wheel can be calculated in different ways, which can make the vehicle control method more flexible.

[0114] For a possible implementation, see Figure 7 , performing closed-loop control based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain a first wheel speed adjustment value of each driving wheel, including: Step 1110: Compare the preset displacement speed of the vehicle with the actual displacement speed of the vehicle to obtain a displacement speed deviation value of the vehicle.

[0115] Optionally, the displacement speed deviation value is used to characterize the difference between a preset displacement speed of the vehicle and an actual displacement speed of the vehicle.

[0116] Step 1111: Perform closed-loop control on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value for each driving wheel.

[0117] In this way, the target wheel speed can be determined based on the first wheel speed adjustment value, and when each driving wheel rotates based on the target wheel speed, the rotation speed of the vehicle is stabilized and the center of mass of the vehicle is minimized from shifting, thereby improving the vehicle's performance of turning in place.

[0118] In one possible implementation, the preset displacement speed of the vehicle includes a first preset speed and a second preset speed, the actual displacement speed of the vehicle includes a first actual speed and a second actual speed, and the first preset speed and the first actual speed have the same direction, the second preset speed and the second actual speed have the same direction, and the direction of the first preset speed is perpendicular to the direction of the second preset speed.

[0119] For example, the first actual speed may refer to the speed at which the vehicle actually moves on the X-axis, and the second actual speed may refer to the speed at which the vehicle actually moves on the Y-axis. This embodiment of the present application does not limit this.

[0120] Further, comparing the preset displacement speed of the vehicle with the actual displacement speed of the vehicle to obtain the displacement speed deviation value of the vehicle may include: The first preset speed and the first actual speed are compared to obtain a first displacement speed deviation value of the vehicle.

[0121] Optionally, the first displacement speed deviation value is used to indicate a difference between the first preset speed and the first actual speed.

[0122] In addition, comparing the preset displacement speed with the actual displacement speed to obtain the displacement speed deviation value of the vehicle may also include: The second preset speed and the second actual speed are compared to obtain a second displacement speed deviation value of the vehicle.

[0123] Optionally, the second displacement speed deviation value is used to indicate a difference between the second preset speed and the second actual speed.

[0124] In this way, the difference between the actual displacement speed of the vehicle and the expected preset displacement speed can be accurately determined so that corresponding control can be performed subsequently to eliminate the difference.

[0125] In a possible implementation, a closed-loop control is performed on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value of each driving wheel, including: The first displacement speed deviation value or the second displacement speed deviation value is subjected to closed-loop control, and the obtained first adjustment value or the second adjustment value is used as the first wheel speed adjustment value of each driving wheel.

[0126] When the first displacement speed deviation value or the second displacement speed deviation value is closed-loop controlled, it is also performed for each driving wheel respectively, so the first adjustment value or the second adjustment value of each driving wheel can be obtained.

[0127] Optionally, the first adjustment value is used to eliminate the difference between the first preset speed and the first actual speed; and the second adjustment value is used to eliminate the difference between the second preset speed and the second actual speed.

[0128] It is understandable that in this embodiment, only the displacement or deviation of the center of mass of the vehicle in the X-axis direction is eliminated, or only the displacement or deviation of the center of mass of the vehicle in the Y-axis direction is eliminated. After multiple tests by relevant technical personnel, it is found that under normal circumstances, the possibility of displacement of the vehicle in the X-axis direction is relatively high. Therefore, closed-loop control can generally be performed based on the displacement speed deviation value used to characterize the X-axis direction to obtain a corresponding adjustment value as the first wheel speed adjustment value.

[0129] In this way, the center of mass deviation of the vehicle can be eliminated to a certain extent, while the amount of calculation for vehicle control can be reduced and the efficiency of vehicle control can be improved.

[0130] In a possible implementation, a closed-loop control is performed on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value of each driving wheel, including: Closed-loop control is performed on the first displacement velocity deviation value and the second displacement velocity deviation value respectively to obtain the first adjustment value and the second adjustment value.

[0131] The first adjustment value and the second adjustment value are weightedly calculated to obtain a first wheel speed adjustment value for each driving wheel.

[0132] Optionally, when performing weighted calculation on the first adjustment value and the second adjustment value, corresponding weights may be set for the first adjustment value and the second adjustment value respectively according to actual needs.

[0133] For example, since the vehicle is more likely to be displaced in the X-axis direction, if the first adjustment value is used to eliminate the offset of the center of mass of the vehicle in the X-axis direction, a larger weight value may be assigned to the first adjustment value.

[0134] It can be understood that in this embodiment, the displacement or deviation of the center of mass of the vehicle in the X-axis direction and the displacement or deviation of the center of mass of the vehicle in the Y-axis direction can be eliminated at the same time.

[0135] In this way, the effect of eliminating the offset of the center of mass of the vehicle can be improved, and the performance of the vehicle in turning on the spot can be further improved.

[0136] For a possible implementation, see Figure 8 , based on the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel, the wheel speed control torque of each driving wheel is obtained, including: Step 1112: Compare the target wheel speed of each driving wheel with the actual wheel speed of each driving wheel to obtain the wheel speed deviation value of each driving wheel.

[0137] Optionally, the wheel speed deviation value of each driving wheel is used to represent the difference between the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel.

[0138] For example, continuing with the above Figure 1 Taking the vehicle shown in (a) in the figure as an example, after the operation based on step 1112, the wheel speed deviation value of the driving wheel L1, the wheel speed deviation value of the driving wheel L2, the wheel speed deviation value of the driving wheel L3, and the wheel speed deviation value of the driving wheel L4 can be obtained. Then, the wheel speed deviation value of the driving wheel L1 can be used to represent the difference between the target wheel speed of the driving wheel L1 and the actual wheel speed of the driving wheel L1... The wheel speed deviation value of the driving wheel L4 can be used to represent the difference between the target wheel speed of the driving wheel L4 and the actual wheel speed of the driving wheel L4.

[0139] Step 1113: Perform closed-loop control on the wheel speed deviation value of each driving wheel to obtain a torque adjustment value corresponding to each driving wheel.

[0140] Alternatively, the torque adjustment value corresponding to each driving wheel may be a parameter for eliminating a difference between a target wheel speed of each driving wheel and an actual wheel speed of each driving wheel.

[0141] For example, continuing with the above Figure 1 Taking the vehicle shown in (a) as an example, the torque adjustment value of the driving wheel L1 can be used to eliminate the difference between the target wheel speed of the driving wheel L1 and the actual wheel speed of the driving wheel L1... The torque adjustment value of the driving wheel L4 can be used to eliminate the difference between the target wheel speed of the driving wheel L4 and the actual wheel speed of the driving wheel L4.

[0142] Step 1114: Add the torque adjustment value corresponding to each driving wheel and the preset torque feedforward amount to obtain the wheel speed control torque of each driving wheel.

[0143] In this embodiment, since the torque adjustment value corresponding to each driving wheel can eliminate the difference between the target wheel speed and the actual wheel speed of each driving wheel, when torque is applied to each driving wheel of the vehicle according to the wheel speed control torque obtained based on the torque adjustment value, the actual wheel speed of the vehicle can be made close to (or equal to) the target wheel speed, thereby improving the stability and comfort of the vehicle during the on-the-spot turning process, and eliminating the displacement or deviation of the center of mass of the vehicle during the on-the-spot turning process.

[0144] Optionally, the preset torque feedforward amount is set by relevant technicians according to actual conditions. Moreover, the preset torque feedforward amount corresponds to the torque output to the drive wheel in the previous sampling period. Generally, the torque output in the previous sampling period is multiplied by the corresponding torque feedforward coefficient to obtain the current preset torque feedforward amount.

[0145] Moreover, the torque feed-forward coefficient can be set according to actual needs, for example, it can be 0.4, 0.5, or any other possible value. The torque feed-forward coefficient is used to adjust the size of the preset torque feed-forward amount.

[0146] It is worth noting that when executing step 1114, introducing the preset torque feedforward is equivalent to introducing an open-loop control amount, and the preset torque feedforward can be information predicted as far as possible before the control system deviation occurs. Therefore, the wheel speed control torque is obtained based on the preset torque feedforward and the torque adjustment value, which can reduce the response delay and overshoot of the wheel speed control torque. That is, each driving wheel of the vehicle can be controlled with higher efficiency.

[0147] For example, Fig. 9 The logic diagram of the closed-loop control provided by the embodiment of the present application is shown in FIG. Fig. 9 , Fig. 9 The control logic of the three-stage joint closed-loop control is shown. Specifically, steps 110 to 120, steps 1101 to 1114, and other steps of designing the closed-loop control can be performed according to Fig. 9 The logic shown is executed.

[0148] It can be seen that the closed-loop control logic provided in the embodiment of the present application specifically includes a first-level closed-loop control P1 for improving the stability of the vehicle's rotation speed during on-the-spot turning, a second-level closed-loop control P2 for eliminating the displacement or offset of the vehicle's center of mass, and a third-level closed-loop control P3 for converting the target wheel speed into a wheel speed control torque for controlling the drive wheel.

[0149] In addition, if the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction all match, then there is no need to activate the following Fig. 9The closed-loop control logic shown in the figure only needs to control each driving wheel according to the required torque of each driving wheel.

[0150] For example, if the closed-loop control logic does not need to be activated, then when the vehicle is not in the stationary steering control mode (that is, the vehicle does not activate the stationary steering activation state), the required torque of each driving wheel is 0.

[0151] When the vehicle is in the on-site steering control mode (that is, the vehicle activates the on-site steering activation state), taking the vehicle having four independently controlled driving wheels as an example, the required torque can be calculated as follows: The required torque of the left rear wheel = the required torque of the left front wheel = (-1) × the accelerator pedal opening of the vehicle × min (maximum available torque of the left front wheel, maximum available torque of the right front wheel, maximum available torque of the right front wheel, maximum available torque of the right rear wheel).

[0152] The required torque of the right rear wheel = the required torque of the right front wheel = the accelerator pedal opening × min (maximum available torque of the left front wheel, maximum available torque of the right front wheel, maximum available torque of the right front wheel, maximum available torque of the right rear wheel).

[0153] In this way, it can be ensured that equal torque can be output to the four driving wheels respectively, so that the driving force of the vehicle can be kept balanced as much as possible during the on-the-spot turning process.

[0154] In one possible implementation, the vehicle control method provided in the embodiment of the present application may be executed by a vehicle control unit (VCU) of the vehicle or any other controller.

[0155] For example, the functional architecture diagram of the vehicle implementing the on-site steering control based on the VCU can be as follows: Fig.10 As shown, the details are as follows: The VCU can be set up with four functional modules including wheel speed processing and wheel speed overlimit judgment, function activation judgment, required wheel end torque analysis, and motion control.

[0156] When the VCU executes the method, the required signals may include CAN signals sent by the central domain controller, including the status of the in-place steering switch, the target rotation angle, the rotation speed gear, and the CAN signals sent by the electronic stability system (ESP), which can be used to indicate the initial wheel speed of the four driving wheels, the rotation direction of the four driving wheels, the yaw angular velocity, the brake pedal status and other information.

[0157] In addition, the actual displacement speed estimation module inside the VCU outputs a signal indicating the preset displacement speed, the gear analysis module outputs a signal indicating the current gear of the vehicle, the accelerator pedal analysis module outputs a signal indicating the accelerator pedal opening of the vehicle, and the driving capacity calculation module outputs a signal indicating the maximum available torque of the four driving wheels. After the processing of the above four functions, the wheel speed control torques of the four motors are finally output respectively.

[0158] For example, during wheel speed processing, since the initial wheel speed signal sent by the ESP is an unsigned value, the processing can be performed in the manner described in the above step 1103 according to the initial wheel speed and the wheel rotation direction.

[0159] For another example, when judging whether the wheel speed exceeds the limit, the following logic can be used to judge whether each wheel speed exceeds the limit one by one: if the rotation direction of a driving wheel is "forward" and the wheel speed is less than the preset vehicle speed value 1, the wheel speed exceeding limit flag of this driving wheel is set to 1. If the rotation direction of a driving wheel is "backward" and the wheel speed is greater than the preset vehicle speed value 2, the wheel speed exceeding limit flag of this driving wheel is set to 1. If the rotation direction of a driving wheel is not "forward" and is not "backward", the wheel speed exceeding limit flag of this driving wheel is kept at the value at the previous moment.

[0160] The vehicle speed preset value 1 and the vehicle speed preset value 2 are different and can be set according to actual needs. This embodiment of the present application does not limit this.

[0161] Furthermore, if the wheel speed exceeding limit flag of any driving wheel is 1, the wheel speed exceeding limit flag is set to 1.

[0162] For another example, the user can enter the on-the-spot steering function by triggering the central large screen selection button of the vehicle, selecting the above-mentioned target rotation speed, and setting the target rotation angle. The VCU receives the CAN signal sent by the central domain controller to indicate the on-the-spot steering switch state, target rotation speed, and target rotation angle. Determine the function completion status and output the on-the-spot steering function status; and determine the on-the-spot steering control status based on the brake pedal status, current gear position, accelerator pedal opening signal, and wheel speed overlimit flag, and output the on-the-spot steering control status (that is, determine whether the vehicle currently has on-the-spot steering authority).

[0163] In a possible implementation, the method further includes: It is determined whether the vehicle currently has the authority to turn in place according to the first preset condition.

[0164] Optionally, the first preset condition includes: the gear position of the vehicle, the opening degree of the accelerator pedal of the vehicle, the real-time wheel speed of each driving wheel, and / or the state of the brake pedal of the vehicle.

[0165] If the vehicle has the on-site steering authority, the vehicle is controlled to be in the on-site steering control mode.

[0166] It should be noted that based on Fig.10 According to the functional architecture shown and the description of the above embodiments, the following steps can be used to determine the on-site steering control state (i.e., determine whether the vehicle currently has on-site steering authority): Step 1: Determine whether the vehicle meets the conditions that the current gear is "forward gear" and the accelerator pedal opening is greater than the accelerator pedal opening preset value 1; if so, set the on-the-spot steering function permission flag to 1 (indicating that on-the-spot steering operation is allowed), otherwise, set the on-the-spot steering function permission flag to 0.

[0167] Moreover, when judging the gear position and the accelerator pedal opening, it is also possible to further judge whether the brake pedal state is "pressed". If so, the on-the-spot steering function permission flag is set to 1.

[0168] Step 2: Determine whether the vehicle meets the conditions that the brake pedal state is "not pressed", the accelerator pedal opening is greater than the accelerator pedal opening preset value 2, and the above-mentioned wheel speed excess flag is 0; if so, set the on-the-spot steering control permission flag to 1 (indicating the start of on-the-spot steering control), otherwise set the on-the-spot steering control permission flag to 0.

[0169] Step 3: Determine whether the on-the-spot steering control state satisfies a preset state. If so, determine that the on-the-spot steering control state is activated (ie, determine that the vehicle currently has on-the-spot steering authority).

[0170] Exemplarily, it is assumed that there are three on-the-spot steering control states, namely 0 / 1 / 2, the default state is 0, and it is assumed that the preset state is 2.

[0171] If the current on-site steering control state is 0 and the "on-site steering function permission flag is 1", the on-site steering control state jumps to 1; if the current on-site steering control state is 1 and the "on-site steering control permission flag is 1", the on-site steering control state jumps to 2; if the current on-site steering control state is 2 and the "on-site steering control permission flag is 0", the on-site steering control state jumps to 1; if the current on-site steering control state is 1 and the "on-site steering function permission flag is 0", the on-site steering control state jumps to 0; if the current on-site steering control state is 2 and the "on-site steering function permission flag is 0", the on-site steering control state jumps to 0.

[0172] Then, when the in-place steering control state is 2, it can be determined that the vehicle currently has the in-place steering authority, otherwise, it is determined that the vehicle currently does not have the in-place steering authority.

[0173] It is worth noting that by setting the above-mentioned preset conditions to determine that the vehicle currently does not have the authority to turn on the spot, the problem of the vehicle being in the on-the-spot turning control mode due to user's accidental touch or misoperation can be avoided as much as possible, thereby improving the reliability and safety of the vehicle control method.

[0174] In a possible implementation, the method further includes: When the wheel speed of any driving wheel meets the second preset condition, the vehicle is controlled to exit the stationary steering control mode.

[0175] Optionally, the second preset condition may include that the wheel speed exceeds a preset vehicle speed threshold, or an over-limit flag of any driving wheel is 1.

[0176] It is worth noting that the second preset condition may be a condition set by relevant technical personnel to indicate that there is an abnormality in the current control of the vehicle's drive wheels, that is, if the wheel speed of any of the drive wheels meets the second preset condition, it indicates that the vehicle's drive wheels cannot be normally controlled at present.

[0177] Therefore, when the second preset condition is met, controlling the vehicle to exit the on-the-spot steering control mode can avoid as much as possible the problem of damage or malfunction of the vehicle or the drive wheel due to control abnormality.

[0178] In a possible implementation, the method further includes: When the difference between the actual rotation angle of the vehicle and the target rotation angle is smaller than a preset difference, the vehicle is controlled to exit the in-situ steering control mode.

[0179] Optionally, the preset difference can be set by relevant technicians according to actual needs, and the embodiments of the present application are not limited to this.

[0180] It should be noted that, since the vehicle and each driving wheel have a certain inertia, the vehicle can be controlled to exit the in-situ steering control mode before the rotation angle of the vehicle reaches the target rotation angle. In this way, the inertia of the vehicle and each driving wheel can be used to rotate the vehicle to the target rotation angle. At the same time, the problem that the actual rotation angle of the vehicle exceeds the target rotation angle can be avoided. In this way, the performance of the vehicle in in-situ steering can be improved.

[0181] It should be understood that, although each step in each of the above-mentioned flow charts is displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in each of the above-mentioned flow charts may include a plurality of sub-steps or a plurality of 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 to be carried out in sequence, 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.

[0182] Based on the foregoing embodiments, an embodiment of the present application provides a vehicle control device, which includes each module included and each unit included in each module, which can be implemented by a processor; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP) or a field programmable gate array (FPGA), etc.

[0183] Fig.11 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application, see Fig. 9 , the device comprises: The calculation module 201 is used to obtain the wheel speed control torque of each driving wheel based on the actual operating parameters of the vehicle, the target rotation speed and the preset displacement speed in the target direction for each driving wheel when the vehicle is in the in-situ steering control mode.

[0184] Optionally, the actual operating parameters include an actual rotation speed of the vehicle and an actual displacement speed of the vehicle in the target direction.

[0185] The control module 202 is used to control the torque of each driving wheel according to the wheel speed to control the corresponding driving wheel rotation so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, and the preset displacement is obtained based on the preset displacement speed.

[0186] The description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0187] It should be noted that in the embodiments of this application Fig.11The division of modules in the vehicle control device shown is schematic and is only a logical function division. There may be other division methods in actual implementation. In addition, each functional unit in each embodiment of the present application may be integrated into a processing unit, or may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of a software functional unit. It may also be implemented in the form of a combination of software and hardware.

[0188] It should be noted that in the embodiments of the present application, if the above method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can be essentially or partly reflected in the form of a software product, which is stored in a storage medium and includes several instructions for enabling an electronic device to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk. In this way, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0189] The embodiment of the present application provides a vehicle, which may also include a processor and a memory connected via a system bus. The processor is used to provide computing and control capabilities. The memory 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 vehicle is used to store data. When the computer program is executed by the processor, the above method is implemented.

[0190] Optionally, the vehicle may also include the multiple separately driven drive wheels in the above-mentioned embodiments, a motor that drives each drive wheel separately, and any other possible devices or components for enabling the vehicle to realize its corresponding functions, which is not limited in this embodiment of the present application.

[0191] Optionally, the vehicle may further include a network interface for communicating with an external terminal via a network connection.

[0192] An embodiment of the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps in the method provided in the above embodiment are implemented.

[0193] An embodiment of the present application provides a computer program product including instructions, which, when executed on a computer, enables the computer to execute the steps of the method provided in the above method embodiment.

[0194] Those skilled in the art will understand that the structure of the vehicle provided in the embodiment of the present application is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the vehicle to which the scheme of the present application is applied. The specific vehicle may include more or fewer components than those mentioned in the above embodiments, or combine certain components, or have a different arrangement of components.

[0195] In one embodiment, the vehicle control device provided by the present application can be implemented in the form of a computer program, and the computer program can be run on the above-mentioned vehicle. The memory of the vehicle can store various program modules constituting the above-mentioned device. The computer program composed of various program modules enables the processor to execute the steps in the method of each embodiment of the present application described in this specification.

[0196] It should be noted here that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium, storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0197] It should be understood that "one embodiment" or "an embodiment" or "some embodiments" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in one embodiment" or "in some embodiments" appearing throughout the specification may not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above-mentioned processes does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application. The above-mentioned sequence numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above description of each embodiment tends to emphasize the differences between the various embodiments, and the same or similar aspects can be referenced to each other. For the sake of brevity, this article will not repeat them.

[0198] The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there may be three relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist at the same time, and object B exists alone.

[0199] It should be noted that, in this article, the terms "include", "comprises" or any other variations 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, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0200] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The embodiments described above are only schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation, such as: multiple modules or components can be combined, or can be integrated into another system, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or modules can be electrical, mechanical or other forms.

[0201] The modules described above as separate components may or may not be physically separated, and the components displayed as modules may or may not be physical modules; they may be located in one place or distributed on multiple network units; some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment.

[0202] In addition, all functional modules in the embodiments of the present application may be integrated into one processing unit, or each module may be a separate unit, or two or more modules may be integrated into one unit; the above-mentioned integrated modules may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0203] A person skilled in the art can understand that: all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, read-only memories (ROM), magnetic disks or optical disks.

[0204] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can essentially or in other words, the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling an electronic device to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0205] The methods disclosed in several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0206] The features disclosed in several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0207] The features disclosed in several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments or device embodiments.

[0208] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0209] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: Applied to a vehicle, the vehicle at least comprising: a plurality of driving wheels that are independently driven; the method comprising: When the vehicle is in the in-situ steering control mode, for each of the driving wheels, based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction, a wheel speed control torque of each of the driving wheels is obtained; the actual operating parameters include the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction; The corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, and the preset displacement is obtained based on the preset displacement speed.

2. The vehicle control method according to claim 1, characterized in that: The step of obtaining the wheel speed control torque of each driving wheel based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction comprises: For each of the driving wheels, determining a target wheel speed of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction; Based on the target wheel speed of each of the driving wheels and the actual wheel speed of each of the driving wheels, a wheel speed control torque of each of the driving wheels is obtained.

3. The vehicle control method according to claim 2, characterized in that: The actual rotation speed of the vehicle includes an actual yaw rate of the vehicle; The step of determining, for each of the driving wheels, a target wheel speed of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction comprises: For each of the driving wheels, closed-loop control is performed based on the actual yaw rate of the vehicle and the target rotational speed of the vehicle to obtain an initial wheel speed of each of the driving wheels; Performing closed-loop control based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain a first wheel speed adjustment value for each of the driving wheels; Based on the initial wheel speed of each of the driving wheels and the first wheel speed adjustment value, a target wheel speed of each of the driving wheels is obtained.

4. The vehicle control method according to claim 3, characterized in that: The closed-loop control is performed based on the actual yaw rate of the vehicle and the target rotational speed of the vehicle to obtain the initial wheel speed of each driving wheel, including: For each of the driving wheels, a target yaw rate and a preset wheel speed feedforward amount are obtained based on a target rotational speed of the vehicle; comparing the target yaw rate with the actual yaw rate of the vehicle to obtain a yaw rate deviation value; Performing closed-loop control on the yaw angular velocity deviation value to obtain a second wheel speed adjustment value; The preset wheel speed feedforward amount is added to the second wheel speed adjustment value to obtain an initial wheel speed of each driving wheel.

5. The vehicle control method according to claim 3, characterized in that: The closed-loop control is performed based on the actual displacement speed of the vehicle and the preset displacement speed of the vehicle to obtain the first wheel speed adjustment value of each driving wheel, including: Comparing a preset displacement speed of the vehicle with an actual displacement speed of the vehicle to obtain a displacement speed deviation value of the vehicle; A closed-loop control is performed on the displacement speed deviation value of the vehicle to obtain a first wheel speed adjustment value for each of the driving wheels.

6. The vehicle control method according to claim 5, characterized in that: The preset displacement speed of the vehicle includes a first preset speed and a second preset speed, the actual displacement speed of the vehicle includes a first actual speed and a second actual speed, and the first preset speed and the first actual speed have the same direction, the second preset speed and the second actual speed have the same direction, and the direction of the first preset speed is perpendicular to the direction of the second preset speed; The comparing the preset displacement speed of the vehicle with the actual displacement speed of the vehicle to obtain the displacement speed deviation value of the vehicle includes: comparing the first preset speed and the first actual speed to obtain a first displacement speed deviation value of the vehicle; and / or, The second preset speed and the second actual speed are compared to obtain a second displacement speed deviation value of the vehicle.

7. The vehicle control method according to claim 6, characterized in that: The closed-loop control of the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each driving wheel includes: Closed-loop control is performed on the first displacement speed deviation value or the second displacement speed deviation value, and the obtained first adjustment value or the second adjustment value is used as the first wheel speed adjustment value of each driving wheel.

8. The vehicle control method according to claim 6, characterized in that: The closed-loop control of the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each driving wheel includes: Performing closed-loop control on the first displacement speed deviation value and the second displacement speed deviation value respectively to obtain a first adjustment value and a second adjustment value; The first adjustment value and the second adjustment value are weightedly calculated to obtain a first wheel speed adjustment value for each of the driving wheels.

9. The vehicle control method according to claim 2, characterized in that: The obtaining of the wheel speed control torque of each driving wheel based on the target wheel speed of each driving wheel and the actual wheel speed of each driving wheel comprises: Comparing the target wheel speed of each driving wheel with the actual wheel speed of each driving wheel to obtain a wheel speed deviation value of each driving wheel; Performing closed-loop control on the wheel speed deviation value of each driving wheel to obtain a torque adjustment value corresponding to each driving wheel; The torque adjustment value corresponding to each of the driving wheels and the preset torque feedforward amount are added to obtain the wheel speed control torque of each of the driving wheels.

10. The vehicle control method according to any one of claims 1 to 9, characterized in that: The method further comprises: Determining whether the vehicle currently has the right to turn in place according to a first preset condition, wherein the first preset condition includes: the gear position of the vehicle, the opening degree of the accelerator pedal of the vehicle, and the real-time wheel speed of each of the driving wheels; If the vehicle has the on-site turning authority, the vehicle is controlled to be in the on-site turning control mode.

11. The vehicle control method according to any one of claims 1 to 9, characterized in that: The method further comprises: When the wheel speed of any of the driving wheels meets the second preset condition, controlling the vehicle to exit the stationary steering control mode; or, When the difference between the actual rotation angle of the vehicle and the target rotation angle is smaller than a preset difference, the vehicle is controlled to exit the in-situ steering control mode.

12. A vehicle control device, characterized in that: Applied to a vehicle, the vehicle at least comprises: a plurality of driving wheels that are independently driven; the device comprises: a calculation module, configured to obtain, for each of the driving wheels, a wheel speed control torque of each of the driving wheels based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction when the vehicle is in an in-situ steering control mode; the actual operating parameters include an actual rotation speed of the vehicle and an actual displacement speed of the vehicle in the target direction; A control module is used to control the torque of each driving wheel according to the wheel speed of each driving wheel to control the rotation of the corresponding driving wheel so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, and the preset displacement is obtained based on the preset displacement speed.

13. A vehicle, characterized in that: The vehicle comprises a plurality of independently driven driving wheels, a memory and a processor, wherein the memory stores a computer program executable on the processor, and the processor implements the steps of the method according to any one of claims 1 to 11 when executing the program.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 11 is implemented.

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