Vehicle control method, device, vehicle and storage medium

Abstract

Embodiments of the present application disclose a vehicle control method, apparatus, vehicle, and storage medium, belonging to the technical field of vehicle control. The method includes: when the vehicle is in the in-situ steering control mode, for each driving wheel, based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed in the target direction, obtaining the wheel speed control torque of each driving wheel; the actual operating parameters include the actual rotational speed of the vehicle and the actual displacement speed of the vehicle in the target direction; controlling the rotation of the corresponding driving wheel 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. In this way, it is possible to make the vehicle maintain a relatively 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.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of vehicle control, including but not limited to a vehicle control method, device, vehicle, and storage medium. Background Art

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

[0003] In related technologies, specifically, by respectively outputting forward driving torques to the drive wheels on the same side, and simultaneously outputting backward driving torques to the drive wheels on the other side, the drive wheels on both sides of the distributed drive vehicle can rotate in different directions, and further enable the distributed drive vehicle to generate a yaw moment. In this way, the distributed drive vehicle can rotate to achieve the function of in-situ steering. In addition, the rotational speed of the vehicle can also be controlled to improve the stability of the vehicle during rotation.

[0004] However, due to the influence of vehicle mass distribution and the position of the vehicle's center of mass, it may cause longitudinal force imbalance and longitudinal speed during the in-situ steering process of the vehicle, and further may cause the offset of the vehicle's center of mass. Therefore, the solutions in related technologies have the problem that they cannot ensure that the turning radius of the vehicle is as small as possible, and may lead to a reduction in the performance of in-situ steering. Summary of the Invention

[0005] In view of this, the vehicle control method, device, vehicle, and storage medium provided by the embodiments of the present application can achieve the effect of improving the performance of in-situ steering of the vehicle. The vehicle control method, device, vehicle, and storage medium provided by the embodiments of the present application are implemented as follows:

[0006] In a first aspect of the embodiments of the present application, a vehicle control method is provided, which is applied to a vehicle. The vehicle at least includes: a plurality of independently driven drive wheels; the method includes:

[0007] When the vehicle is in the in-situ steering control mode, for each of the drive wheels, based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed in the target direction, obtain the wheel speed control torque of each drive wheel; the actual operating parameters include the actual rotational speed of the vehicle, and the actual displacement speed of the vehicle in the target direction;

[0008] Control the rotation of the corresponding drive wheel by torque according to the wheel speed of each said drive 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.

[0009] Optionally, for each said drive wheel, based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction, obtaining the wheel speed control torque for each said drive wheel includes:

[0010] For each said drive wheel, based on the actual operating parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction, determine the target wheel speed for each said drive wheel;

[0011] Based on the target wheel speed of each said drive wheel and the actual wheel speed of each said drive wheel, obtain the wheel speed control torque for each said drive wheel.

[0012] Optionally, the actual rotation speed of the vehicle includes the actual yaw angular velocity of the vehicle;

[0013] For each said drive 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 for each said drive wheel includes:

[0014] For each said drive wheel, perform closed-loop control based on the actual yaw angular velocity of the vehicle and the target rotation speed of the vehicle to obtain the initial wheel speed of each said drive wheel;

[0015] Perform 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 for each said drive wheel;

[0016] Based on the initial wheel speed of each said drive wheel and the first wheel speed adjustment value, obtain the target wheel speed for each said drive wheel.

[0017] Optionally, the performing closed-loop control based on the actual yaw angular velocity of the vehicle and the target rotation speed of the vehicle to obtain the initial wheel speed of each said drive wheel includes:

[0018] For each said drive wheel, obtain the target yaw angular velocity and the preset wheel speed feedforward based on the target rotation speed of the vehicle;

[0019] Compare the target yaw angular velocity and the actual yaw angular velocity of the vehicle to obtain the yaw angular velocity deviation value;

[0020] Perform closed-loop control on the yaw angular velocity deviation value to obtain the second wheel speed adjustment value;

[0021] Add the preset wheel speed feedforward amount to the second wheel speed adjustment value to obtain the initial wheel speed of each drive wheel.

[0022] Optionally, the 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 drive wheel includes:

[0023] Compare 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;

[0024] Perform closed-loop control on the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each drive wheel.

[0025] 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 directions of the first preset speed and the first actual speed are the same, the directions of the second preset speed and the second actual speed are the same, and the direction of the first preset speed is perpendicular to the direction of the second preset speed;

[0026] The comparison of 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:

[0027] Compare the first preset speed with the first actual speed to obtain the first displacement speed deviation value of the vehicle; and / or,

[0028] Compare the second preset speed with the second actual speed to obtain the second displacement speed deviation value of the vehicle.

[0029] Optionally, the closed-loop control of the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each drive wheel includes:

[0030] Perform closed-loop control on the first displacement speed deviation value or the second displacement speed deviation value, and use the obtained first adjustment value or second adjustment value as the first wheel speed adjustment value of each drive wheel.

[0031] Optionally, the closed-loop control of the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each drive wheel includes:

[0032] Perform 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;

[0033] Perform weighted calculation on the first adjustment value and the second adjustment value to obtain the first wheel speed adjustment value of each drive wheel.

[0034] Optionally, obtaining the wheel speed control torque for each of the drive wheels based on the target wheel speed of each of the drive wheels and the actual wheel speed of each of the drive wheels includes:

[0035] Comparing the target wheel speed of each of the drive wheels with the actual wheel speed of each of the drive wheels to obtain the wheel speed deviation value of each of the drive wheels;

[0036] Performing closed-loop control on the wheel speed deviation value of each of the drive wheels to obtain the torque adjustment value corresponding to each of the drive wheels;

[0037] Adding the torque adjustment value corresponding to each of the drive wheels and the preset torque feedforward amount to obtain the wheel speed control torque of each of the drive wheels.

[0038] Optionally, the method further includes:

[0039] Judging whether the vehicle currently has the in-situ steering permission according to a first preset condition, where the first preset condition includes: the gear of the vehicle, the opening degree of the accelerator pedal of the vehicle, and the real-time wheel speed of each of the drive wheels;

[0040] If the vehicle has the in-situ steering permission, controlling the vehicle to be in the in-situ steering control mode.

[0041] Optionally, the method further includes:

[0042] When the wheel speed of any one of the drive wheels meets a second preset condition, controlling the vehicle to exit the in-situ steering control mode; or,

[0043] When the difference between the actual rotation angle and the target rotation angle of the vehicle is less than a preset difference, controlling the vehicle to exit the in-situ steering control mode.

[0044] In a second aspect of the embodiments of the present application, there is also provided a vehicle control device applied to a vehicle, where the vehicle at least includes: a plurality of drive wheels independently driven respectively; the device includes:

[0045] An operation module, configured to, when the vehicle is in the in-situ steering control mode, for each of the drive wheels, obtain the wheel speed control torque of each of the drive wheels based on the actual operation parameters of the vehicle, the target rotation speed, and the preset displacement speed in the target direction; the actual operation parameters include the actual rotation speed of the vehicle and the actual displacement speed of the vehicle in the target direction;

[0046] A control module, configured to control the rotation of the corresponding drive wheel according to the wheel speed of each drive wheel to control the torque, 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.

[0047] The vehicle provided by the embodiment of the present application includes a plurality of independently driven drive wheels, a memory, and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the program, the method described in the embodiment of the present application is implemented.

[0048] The computer-readable storage medium provided by the embodiment of the present application stores a computer program thereon, and when the computer program is executed by a processor, the method provided by the embodiment of the present application is implemented.

[0049] The vehicle control method, device, vehicle, and storage medium provided by the embodiments of the present application, when the vehicle is in the in-situ steering control mode, for each drive wheel, based on the actual operating parameters, the target rotation speed, and the preset displacement speed of the vehicle in the target direction, obtain the wheel speed control torque of each drive wheel. Control the rotation of the corresponding drive wheel according to the wheel speed control torque of each drive wheel, so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement.

[0050] Among them, when the vehicle is in the in-situ steering control mode, multiple feedback controls are performed based on the actual operating parameters, the target rotation speed, and the preset displacement speed of the vehicle, that is, using the target rotation speed and the preset displacement speed, continuously obtain the wheel speed control torque of each drive wheel at different times or under different working conditions, and then correct and adjust the actual operating parameters of the vehicle. In this way, it can be ensured as much as possible that when the rotation of the corresponding drive wheel is controlled according to the wheel speed control torque of each drive wheel, the actual operating parameters of the vehicle can match the target rotation speed and the preset displacement speed as accurately as possible.

[0051] Since the preset displacement speed is set to be small, when the rotation of the corresponding drive wheel is controlled according to the wheel speed control torque of each drive wheel, the actual displacement speed of the vehicle in the target direction will be relatively small (or zero). Then, during the in-situ rotation of the vehicle, the vehicle will generate a relatively small displacement (or the generated displacement is zero), 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 during in-situ steering or in-situ rotation can be made small.

[0052] In this way, during the in-situ steering of the vehicle, the steering radius can be kept as small as possible, and the performance of the vehicle's in-situ steering can be improved, so as to at least partially solve the technical problems proposed in the background art. Brief Description of the Drawings

[0053] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0054] Figure 1 It is a schematic diagram of an application scenario provided by an embodiment of the present application;

[0055] Figure 2 It is a flowchart of the first vehicle control method provided by an embodiment of the present application;

[0056] Figure 3 It is a schematic diagram of the rotation angle of a vehicle provided by an embodiment of the present application;

[0057] Figure 4 It is a flowchart of the second vehicle control method provided by an embodiment of the present application;

[0058] Figure 5 It is a flowchart of the third vehicle control method provided by an embodiment of the present application;

[0059] Figure 6 It is a flowchart of the fourth vehicle control method provided by an embodiment of the present application;

[0060] Figure 7 It is a flowchart of the fifth vehicle control method provided by an embodiment of the present application;

[0061] Figure 8 It is a flowchart of the sixth vehicle control method provided by an embodiment of the present application;

[0062] Figure 9 It is a logic diagram of a closed-loop control provided by an embodiment of the present application;

[0063] Figure 10 It is a schematic diagram of the functional architecture of a vehicle provided by an embodiment of the present application;

[0064] Figure 11 It is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application. Detailed Embodiments

[0065] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will further describe the specific technical solutions of the present application in detail in combination 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.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terms used herein are for the purpose of describing embodiments of this application only and are not intended to limit this application.

[0067] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments and can be combined with each other without conflict.

[0068] It should be noted that the terms "first / second / third" related to the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged in a specific order or sequence when allowed, so that the embodiments of this application described here can be implemented in an order other than that illustrated or described here.

[0069] In the related art, specifically, by respectively 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 can rotate in different directions, and thus the distributed drive vehicle can generate a yaw moment. In this way, the distributed drive vehicle can rotate to achieve the function of in-situ steering. In addition, the stability of the vehicle during rotation can be improved by controlling the rotation speed of the vehicle.

[0070] However, due to the influence of the vehicle mass distribution and the position of the vehicle center of mass, it may cause the phenomenon of longitudinal force imbalance and longitudinal speed generation during the in-situ steering process of the vehicle, and thus may cause the offset of the vehicle center of mass. Therefore, the solutions in the related art have the problem that they cannot ensure the minimum turning radius of the vehicle and may lead to a reduction in the performance of in-situ steering.

[0071] For this reason, the embodiments of this application provide a vehicle control method. When the vehicle is in the in-situ steering control mode, 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. The corresponding driving wheel is controlled to rotate according to the wheel speed control torque of each driving wheel, so that the displacement amount of the center of mass of the vehicle is less than or equal to the preset displacement amount. Wherein, 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, during the in-situ steering process of the vehicle, the turning radius can be kept as small as possible, and thus the effect of improving the in-situ steering performance of the vehicle can be achieved.

[0072] The embodiments of the present application are described by taking the vehicle control method applied in a vehicle as an example. However, it does not mean that the embodiments of the present application can only be applied to vehicle control in a vehicle.

[0073] Optionally, the vehicle may include, but is not limited to, a pure electric vehicle, an extended-range electric 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 respectively.

[0074] Exemplarily, Figure 1 A schematic diagram of an application scenario is provided. Refer to Figure 1 (a) in. In this scenario, a distributed drive vehicle is provided. The vehicle may include a total of four drive wheels, namely drive wheel L1, drive wheel L2, drive wheel L3, and drive wheel L4, and the vehicle also includes four motors M, and each motor M is respectively used to independently drive a drive wheel.

[0075] Moreover, the vehicle also includes a power battery B, and the power battery B can be used to supply power to each motor M.

[0076] Optionally, each motor M may be one form or a combination of multiple forms of a hub motor, a wheel-side motor, and a dual-motor assembly with left and right back-to-back on the same drive shaft. It only needs to ensure that each battery M can independently output corresponding torque to each drive wheel, and the embodiments of the present application do not limit this.

[0077] Optionally, for each drive wheel, a differential does not need to be provided between the two wheels on the same drive shaft, so the rotation speed and torque of the two wheels on the same drive shaft can be independently controlled.

[0078] Furthermore, when it is necessary to control the vehicle to perform in-place steering, specifically, by applying torques with equal magnitudes and opposite directions to the two motors M on the left side (taking the left side of the vehicle shown Figure 1 as an example) and the two motors M on the right side, so that the two wheels on the left side and the two wheels on the right side generate driving forces with equal magnitudes and opposite directions, thereby causing the vehicle to generate a rotational moment. When this rotational moment exceeds the resistance moment of the ground on each drive wheel, each drive wheel starts to slip, causing the vehicle to perform an in-place rotational movement.

[0079] Continue to refer to Figure 1 (b) in. Wherein, X represents the longitudinal coordinate axis in the coordinate system established with the vehicle center 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 this 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 body. Z represents the vertical coordinate axis in this 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 above the vehicle.

[0080] Fij It can be used to represent the driving force (i.e., longitudinal force) of each drive wheel in the X-axis direction by the ground. ij represents fl / fr / rl / rr, which represent the left front wheel / right front wheel / left rear wheel / right rear wheel respectively. CoG represents the center of gravity of the vehicle.

[0081] During the in-situ steering process of the vehicle, due to the significant influence of the vehicle's mass distribution and the position of the center of gravity on the front and rear axle loads, the driving force of the vehicle is unbalanced during the in-situ steering process, resulting in longitudinal speed or lateral speed, thus causing the center of gravity to shift. That is, during the in-situ steering process of the vehicle, there may be translational motion in the X-axis and / or Y-axis directions.

[0082] The vehicle control method provided by the embodiments of the present application can minimize the displacement in the X-axis and / or Y-axis directions generated during the in-situ steering process of the vehicle. Furthermore, it can make the center of gravity offset and the turning radius of the vehicle as small as possible during the in-situ steering process, improving the performance of the vehicle for in-situ steering.

[0083] It should be noted that Figure 1 The application scenarios shown are merely examples, and do not mean that the vehicle control method provided by the embodiments of the present application can only be applied to distributed drive vehicles with four drive wheels and four motors. In actual applications, the vehicle control method may also be applied to distributed drive vehicles with 3, 6, 8 or any other possible number of drive wheels.

[0084] In addition, the functions implemented by this method can be achieved by the processor in the vehicle calling program code. Of course, the program code can be stored in a computer storage medium. It can be seen that the vehicle includes at least a storage medium and any processor with functions such as processing, control, recognition, and operation.

[0085] The vehicle control method provided by the embodiments of the present application will be explained in detail below.

[0086] Figure 2 It is a schematic flowchart of a vehicle control method provided by the present application, and this method can be applied to the above vehicle. Refer to Figure 2 The embodiments of the present application provide a vehicle control method, and this method includes:

[0087] Step 110: When the vehicle is in the in-situ steering control mode, for each drive wheel, based on the actual operating parameters, target rotational speed, and preset displacement speed in the target direction of the vehicle, obtain the wheel speed control torque of each drive wheel.

[0088] 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 permission to perform in-situ steering and the operating parameters of each driving wheel of the vehicle meet the requirements of in-situ steering. That is to say, if the vehicle is in the in-situ steering control mode, it means that the vehicle can currently perform the operation of in-situ steering.

[0089] Optionally, the actual operating parameters include the actual rotational 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.

[0090] Among them, the actual rotational speed may include the actual yaw angular velocity of the vehicle. The actual yaw angular velocity may refer to the angular velocity of deflection when the vehicle actually rotates around the center of mass of the vehicle (the Z-axis of the above coordinate system). In addition, the actual rotational speed may also include the actual linear velocity of the vehicle. For example, the actual linear velocity may refer to the linear velocity of the front of the vehicle when the vehicle actually rotates around the center of mass of the vehicle.

[0091] Optionally, the target direction may be any possible direction. Generally, for the convenience of calculation, the target direction may refer to the X-axis direction and / or the Y-axis direction as described above, that is, the target direction may be a direction passing through the center of mass of the vehicle and parallel to the vehicle head direction, or may be a direction passing through the center of mass of the vehicle and perpendicular to the vehicle head direction. The embodiments of the present application do not limit this.

[0092] That is to say, the actual displacement speed may refer to the speed at which the center of mass of the vehicle actually moves in the target direction.

[0093] Optionally, the target rotational 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 rotational speed may include the target yaw angular velocity. In addition, the target rotational speed may also be used to indicate the linear velocity of a certain position of the vehicle when the user expects the vehicle to rotate. For example, the target rotational speed may also include the target linear velocity, and the target linear velocity generally indicates the linear velocity of the same position of the vehicle as the actual linear velocity. Exemplarily, the target rotational speed may be provided for the user to select in the form of speed gears. For example, the user may select a high gear, a medium gear, or a low gear as the target rotational speed, and the target rotational speed may include the target yaw angular velocity or the target linear velocity, that is, each gear may correspond to a target yaw angular velocity or the target linear velocity respectively. It can be understood that if the user selects a fixed target rotation angle, then if the user selects the high gear as the target rotational speed, the vehicle can rotate to the target rotation angle at a faster speed.

[0094] For example, the target rotation speed can be determined by a rotation speed gear selected by the user or preset by a person skilled in the art. The embodiments of the present application do not limit this.

[0095] Optionally, the preset displacement speed may refer to the speed at which the user expects the center of mass of the vehicle to actually displace in the target direction. Generally, in order to minimize the displacement of the center of mass of the vehicle as much as possible, the preset displacement speed can be set to be small; for example, the preset displacement speed can be set to 0.

[0096] Optionally, the wheel speed control torque of each drive wheel is used to indicate the driving force provided by the motor in the vehicle for each drive wheel.

[0097] It should be noted that during the in-situ steering or rotation of the vehicle, since the adhesion coefficient between the drive wheels of the vehicle and the ground may change, or due to the uneven distribution of the mass of the vehicle affecting the vertical loads of different drive wheels, the actual operating parameters of the vehicle may change. Therefore, during this process, it is necessary to continuously obtain the actual operating parameters of the vehicle for real-time control.

[0098] It can be understood that in this embodiment, the wheel speed control torque of each drive wheel is determined based on the actual operating parameters of the vehicle, the target rotation speed expected by the user, and the preset displacement speed. Specifically, during the in-situ steering of the vehicle, the vehicle can be controlled using the actual rotation speed and the target rotation speed, and at the same time, controlled using the actual displacement speed and the preset displacement speed. For example, it can be controlled using the actual yaw angular velocity in the actual rotation speed and the target yaw angular velocity in the target rotation speed; in addition, it can also be controlled using the actual linear velocity in the actual rotation speed and the target linear velocity in the target rotation speed. The embodiments of the present application do not limit this.

[0099] Specifically, when the vehicle is controlled using the actual rotation speed and the target rotation speed, it can specifically be to perform real-time calculation using the actual rotation speed and the target rotation speed, and then control the wheel speed of each drive wheel according to the obtained calculation result; in addition, when the vehicle is controlled using the actual displacement speed and the preset displacement speed, it can specifically be to perform real-time calculation using the actual displacement speed and the preset displacement speed, and then control the wheel speed of each drive wheel according to the obtained calculation result. The embodiments of the present application do not limit this.

[0100] Moreover, when performing step 110, it may be necessary to perform multiple feedback controls based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed. That is, using the target rotational speed and the preset displacement speed, continuously obtain the multiple wheel speed control torques of each drive wheel at different times or under different working conditions, and then correct and adjust the actual operating parameters of the vehicle.

[0101] In this way, it is possible to ensure as much as possible that each wheel speed control torque can accurately match the requirements of the target rotational speed and the preset displacement speed.

[0102] Step 120: Control the rotation of the corresponding drive wheel according to the wheel speed control torque of each drive wheel, so that the displacement of the center of mass of the vehicle is less than or equal to the preset displacement.

[0103] Optionally, the displacement of the center of mass can be the displacement of the center of mass in the target direction.

[0104] Exemplarily, the preset displacement is obtained based on the preset displacement speed, and moreover, the preset displacement can also be the displacement in the target direction. Specifically, the preset displacement can be set by relevant technicians or users according to actual needs. For example, if the user or relevant technician expects that during the in-situ steering of the vehicle, the offset (displacement) of the center of mass is as small as possible, then the preset displacement speed can be set to be smaller. In this way, the displacement of the center of mass of the vehicle and the preset displacement will be smaller. Another example is that if it is expected that during the in-situ steering of the vehicle, the offset (displacement) of the center of mass is 0, then the preset displacement speed can be set to 0. In this case, since the vehicle does not generate displacement in the target direction during the in-situ steering, the preset displacement can be made 0.

[0105] It should be noted that since the vehicle needs to obtain new wheel speed control torques in real time and control the rotation of the corresponding drive wheel in real time according to the new speed control torques during the in-situ steering or rotation of the vehicle, until it is determined that the vehicle can rotate to the target rotation angle, the control of each drive wheel is stopped.

[0106] Moreover, during the in-situ steering or rotation of the vehicle, each drive wheel of the vehicle may need to rotate. Therefore, corresponding controls can be performed for each drive wheel separately. In addition, in practical applications, when the vehicle rotates to the target rotation angle, the vehicle can stop rotating. At this time, the rotation of each drive wheel of the vehicle can be controlled to stop.

[0107] Optionally, the target rotation angle can be selected or set by the user according to actual needs. The target rotation angle can be the included angle between the position where the user expects the vehicle to be from the current position and the position where the vehicle stops rotating, that is, the target rotation angle can be used to indicate the position where the user expects the vehicle to stop rotating. For example, the target rotation angle can be 30°, 90°, 180° or any other possible angle, and the embodiments of the present application do not limit this.

[0108] Exemplarily, the target rotation angle can refer to the included angle between the direction of the vehicle's head before in-situ steering and the direction of the vehicle's head when the steering is completed. For example, referring to Figure 3 , assuming that vehicle C steers with the centroid o as the center point. Before in-situ steering, the direction of the vehicle's head is A1. If the target rotation angle is -90°, then vehicle C will rotate 90° in the clockwise direction; and after the steering is completed, the direction of the vehicle's head is A2, and the included angle α between direction A1 and direction A2 is 90°.

[0109] In this embodiment, taking the case where the target rotation angle is negative and the vehicle rotates in the clockwise direction, and the target rotation angle is positive and the vehicle rotates in the counterclockwise direction as an example for illustration. However, in actual applications, it can also be set that when the target rotation angle is negative, the vehicle rotates in the counterclockwise direction; if the target rotation angle is positive, the vehicle rotates in the clockwise direction. The embodiments of the present application do not limit this.

[0110] It can be understood that taking the vehicle shown in (a) above Figure 1 as an example, after the operation based on step 110, the wheel speed control torques of drive wheel L1, drive wheel L2, drive wheel L3, and drive wheel L4 can be obtained. In this case, the operation of controlling the corresponding drive wheel to rotate according to the wheel speed control torque of each drive wheel can refer to controlling drive wheel L1 to rotate according to the wheel speed control torque of drive wheel L1, controlling drive wheel L2 to rotate according to the wheel speed control torque of drive wheel L2, controlling drive wheel L3 to rotate according to the wheel speed control torque of drive wheel L3, and controlling drive wheel L4 to rotate according to the wheel speed control torque of drive wheel L4. The embodiments of the present application do not limit this.

[0111] It should be noted that by controlling the torque according to the wheel speed of each driving wheel to control the rotation of the corresponding driving wheel, the displacement of the center of mass of the vehicle is made less than or equal to the preset displacement. Since the torque controlled by the wheel speed of each driving wheel is obtained based on the actual operating parameters, the target rotation speed desired by the user, and the preset displacement speed, when controlling the corresponding driving wheel according to the torque controlled by the wheel speed of each driving wheel, the actual rotation speed of each driving wheel can be made to approach the target rotation speed as much as possible, and the actual displacement speed of the vehicle can be made to approach the target displacement speed as much as possible. In this way, the vehicle can rotate smoothly at the target rotation speed as much as possible and generate as little displacement as possible during the rotation process. Thus, during the rotation of the vehicle, the displacement of the center of mass of the vehicle can be made less than or equal to the preset displacement, and further, it can be ensured that during the in-situ rotation process, the displacement (offset value) of the center of mass of the vehicle is as small as possible.

[0112] In the embodiment of the present application, when the vehicle is in the in-situ steering control mode, 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 torque controlled by the wheel speed of each driving wheel is obtained. The rotation of the corresponding driving wheel is controlled according to the torque controlled by the wheel speed 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.

[0113] Among them, 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, using the target rotation speed and the preset displacement speed, continuously obtaining the torque controlled by the wheel speed of each driving wheel at different times or under different working conditions, and then correcting and adjusting the actual operating parameters of the vehicle. In this way, it can be ensured as much as possible that when controlling the corresponding driving wheel according to the torque controlled by the wheel speed 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.

[0114] Since the preset displacement speed is set to be small, when the rotation of the corresponding driving wheel is controlled according to the torque controlled by the wheel speed of each driving wheel, the actual displacement speed of the vehicle in the target direction will be relatively small (or zero). Then, during the in-situ rotation of the vehicle, the vehicle will generate a relatively small displacement (or the generated displacement is zero), 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 during in-situ steering or in-situ rotation can be made small.

[0115] In this way, during the in-situ steering of the vehicle, the steering radius can be kept as small as possible, and further, the effect of improving the in-situ steering performance of the vehicle can be achieved.

[0116] In a possible implementation, refer to Figure 4 , for each driving wheel, based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed in the target direction, obtain the wheel speed control torque of each driving wheel, including:

[0117] Step 1101: For each driving wheel, based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed in the target direction, determine the target wheel speed of each driving wheel.

[0118] Optionally, the target wheel speed is an intermediate quantity used to determine the wheel speed control torque of each of the above driving wheels. Generally, after the torque applied to the driving wheel exceeds the resistance torque of the ground on the driving wheel and causes the driving wheel to start rotating, 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.

[0119] Specifically, the target wheel speed is the wheel speed that makes the actual rotational speed of the vehicle approach (or equal) the target rotational speed and the actual displacement speed of the vehicle approach (or equal) the preset displacement speed.

[0120] That is to say, when each driving wheel rotates based on the target wheel speed respectively, the actual displacement speed of the vehicle in the target direction can be made smaller, and further the actual displacement speed of the vehicle in the target direction can be made smaller. In this way, the displacement amount of the center of mass of the vehicle can be made less than or equal to the preset displacement amount.

[0121] 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.

[0122] Optionally, the actual wheel speed may refer to the actual rotational speed of the driving wheel.

[0123] Specifically, by comparing the actual wheel speed of a driving wheel with the target wheel speed of this driving wheel, it can be determined whether the actual wheel speed of this driving wheel needs to be increased or decreased currently, and further the wheel speed control torque that needs to be applied to this driving wheel currently can be determined.

[0124] Exemplarily, continue with the above Figure 1Taking the vehicle shown in (a) as an example, after the operation based on step 1101, the target wheel speeds of drive wheels L1, L2, L3, and L4 can be obtained. In this case, the operation of obtaining the wheel speed control torque for each drive wheel based on the target wheel speed of each drive wheel and the actual wheel speed of each drive wheel may refer to obtaining the wheel speed control torque of drive wheel L1 based on the target wheel speed of drive wheel L1 and the actual wheel speed of drive wheel L1... obtaining the wheel speed control torque of drive wheel L4 based on the target wheel speed of drive wheel L4 and the actual wheel speed of drive wheel L4.

[0125] It should be noted that when performing step 1101 and step 1102, a negative feedback mechanism can be specifically established based on the actual operating parameters, the target rotational 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 drive wheel to obtain the wheel speed control torque corresponding to each drive wheel.

[0126] Since negative feedback control can compare the feedback of the output signal with the input signal, thereby reducing the error between the output value and the expected value, and being able to reduce external interference and nonlinear distortion, therefore, the accuracy and stability of the obtained target wheel speed and the wheel speed control torque can be improved, and further, the performance of controlling the vehicle to perform in-situ steering based on the vehicle control method can be improved.

[0127] Since the actual rotational speed of the vehicle can include the actual yaw angular velocity of the vehicle, the embodiments of the present application also provide a possible implementation manner. Refer to Figure 5 For each drive wheel, based on the actual operating parameters of the vehicle, the target rotational speed, and the preset displacement speed in the target direction, determining the target wheel speed of each drive wheel includes:

[0128] 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 the initial wheel speed of each drive wheel.

[0129] Optionally, the initial wheel speed may refer to a wheel speed value used to improve the stability and comfort of the vehicle during in-situ steering. That is, when each drive wheel rotates based on the initial wheel speed respectively, the actual rotational angular velocity of the vehicle can be made to remain stable as much as possible.

[0130] 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 the first wheel speed adjustment value of each drive wheel.

[0131] Optionally, the first wheel speed adjustment value can be used to eliminate the deviation or difference between the actual displacement speed and the preset displacement speed.

[0132] Briefly, when each driving wheel of the vehicle rotates at a corresponding initial wheel speed, although the vehicle can rotate at a stable speed as much as possible, the actual displacement speed of the vehicle may not match the preset displacement speed. Therefore, the center of mass of the vehicle may shift, reducing the performance of in-place steering.

[0133] Step 1105: Obtain the target wheel speed of each driving wheel based on the initial wheel speed and the first wheel speed adjustment value of each driving wheel.

[0134] Specifically, the sum obtained by adding the initial wheel speed of a driving wheel and the first wheel speed adjustment value of this driving wheel can be used as the target wheel speed of this driving wheel.

[0135] In addition, after obtaining the initial wheel speed of each driving wheel, it is also necessary to perform wheel speed processing on the value of each initial wheel speed based on the direction of in-place steering of the vehicle. 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 this driving wheel.

[0136] For another example, if the rotation direction of a driving wheel is backward (i.e., clockwise rotation), the initial wheel speed obtained in step 1103 can be multiplied by "-1", and then the obtained product can be added to the first wheel speed adjustment value to obtain the target wheel speed of this driving wheel. The embodiments of the present application do not limit this.

[0137] In any embodiment of the present application, the operation of closed-loop control can specifically be Proportional Integral Derivative (PID) control. It should be noted that PID control has the advantages of simple structure, strong practicability, and good stability. Therefore, it can improve the stability and efficiency of obtaining the initial wheel speed. In addition, the operation of closed-loop control can also be implemented by any other possible means, such as Fuzzy Control, Sliding Mode Control, Adaptive Control, and other any possible closed-loop control strategies. The embodiments of the present application do not limit this.

[0138] It should be noted that since the initial wheel speed can improve the stability and comfort of the vehicle during in-situ steering, 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 and the first wheel speed adjustment value of each driving wheel, the target wheel speed of each driving wheel can be obtained. When each driving wheel rotates at the corresponding target wheel speed, the rotation speed of the vehicle can be stabilized and the center of mass of the vehicle can be prevented from shifting as much as possible.

[0139] In this way, the performance of the vehicle for in-situ steering can be improved.

[0140] In a possible implementation, refer to Figure 6 , and perform closed-loop control based on the actual yaw rate of the vehicle and the target rotation speed of the vehicle to obtain the initial wheel speed of each driving wheel, including:

[0141] Step 1106: For each driving wheel, obtain the target yaw rate and the preset wheel speed feedforward based on the target rotation speed of the vehicle.

[0142] Optionally, the target yaw rate refers to the angular velocity when the user expects the vehicle to rotate around the center of mass of the vehicle. Specifically, the target rotation speed can be converted or parsed to obtain the target yaw rate corresponding to the target rotation speed.

[0143] Optionally, the preset wheel speed feedforward is set by relevant technicians according to the actual situation. Moreover, the preset wheel speed feedforward corresponds to the target rotation speed. Generally, the greater the target rotation speed, the greater the preset wheel speed feedforward; the smaller the target rotation speed, the smaller the preset wheel speed feedforward.

[0144] For example, if the target rotation speed is in the low gear, the target yaw rate can be 1 rad / s and the preset wheel speed feedforward can be 10 revolutions per minute; if the target rotation speed is in the medium gear, the target yaw rate can be 2 rad / s and the preset wheel speed feedforward can be 20 revolutions per minute; if the target rotation speed is in the high gear, the target yaw rate can be 3 rad / s and the preset wheel speed feedforward can be 30 revolutions per minute. The embodiments of the present application do not limit this.

[0145] Step 1107: Compare the target yaw rate and the actual yaw rate of the vehicle to obtain the yaw rate deviation value.

[0146] Optionally, the yaw rate deviation value is used to represent the difference between the target yaw rate and the actual yaw rate of the vehicle.

[0147] Step 1108: Perform closed-loop control on the yaw rate deviation value to obtain a second wheel speed adjustment value.

[0148] Optionally, the second wheel speed adjustment value may be a parameter for eliminating the difference between the target yaw rate and the actual yaw rate.

[0149] Step 1109: Add the preset wheel speed feedforward amount to the second wheel speed adjustment value to obtain the initial wheel speed of each driving wheel.

[0150] In this embodiment, since the second wheel speed adjustment value can eliminate the difference between the target yaw rate and the actual yaw rate, when each driving wheel of the vehicle rotates at the initial wheel speed, the actual yaw rate of the vehicle can approach (or equal) the target yaw rate. Furthermore, the initial wheel speed can be a wheel speed value that improves the stability and comfort of the vehicle during in-situ steering.

[0151] It can be understood that when performing the foregoing step 1106, the target yaw rate and the preset wheel speed feedforward amount of each driving wheel are obtained separately for each driving wheel. Therefore, when performing step 1109, specifically, the preset wheel speed feedforward amount and the second wheel speed adjustment value of the same driving wheel can be added, and the sum obtained is used as the initial wheel speed of this driving wheel.

[0152] It should be noted that when performing step 1109, introducing the preset wheel speed feedforward amount is equivalent to introducing an open-loop control quantity. The preset wheel speed feedforward amount can be information predicted as much as possible before the control system deviation occurs. Therefore, obtaining the initial wheel speed based on the preset wheel speed feedforward amount and the second wheel speed adjustment value can reduce the response delay and overshoot of obtaining the initial wheel speed. That is, the stability and comfort of the vehicle during in-situ steering can be improved with high efficiency.

[0153] If the actual rotation speed includes the above-mentioned actual linear speed, then this 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 when the vehicle 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. Furthermore, in the manner of the above steps 1103-step 1109, the initial wheel speed of each driving wheel is obtained.

[0154] In the second method, 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. And, 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. Then, based on the initial wheel speed and the first wheel speed adjustment value of each driving wheel, the target wheel speed of each driving wheel is obtained.

[0155] 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 may specifically include: for each driving wheel, obtaining the target linear speed and the preset wheel speed feedforward amount 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.

[0156] Optionally, the linear deviation value is used to represent the difference between the target linear speed and the actual linear speed of the vehicle. The target wheel speed adjustment value may be a parameter for eliminating the difference between the target linear speed and the actual linear speed.

[0157] In this way, the initial wheel speed of each driving wheel can be calculated in different ways, which can make the vehicle control method have high flexibility.

[0158] In a possible implementation, referring to 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 the first wheel speed adjustment value of each driving wheel includes:

[0159] Step 1110: Compare 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.

[0160] Optionally, the displacement speed deviation value is used to represent the difference between the preset displacement speed of the vehicle and the actual displacement speed of the vehicle.

[0161] Step 1111: Perform closed-loop control on the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each driving wheel.

[0162] In this way, the above-mentioned target wheel speed can be determined based on the first wheel speed adjustment value subsequently, and when each driving wheel rotates based on the target wheel speed, the rotational speed of the vehicle is stable and the center of mass of the vehicle does not shift as much as possible. Furthermore, the performance of the vehicle for in-situ steering is improved.

[0163] In a 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 directions of the first preset speed and the first actual speed are the same, the directions of the second preset speed and the second actual speed are the same, and the direction of the first preset speed is perpendicular to the direction of the second preset speed.

[0164] 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. The embodiments of the present application do not limit this.

[0165] 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:

[0166] Comparing the first preset speed with the first actual speed to obtain the first displacement speed deviation value of the vehicle.

[0167] Optionally, the first displacement speed deviation value is used to indicate the difference between the first preset speed and the first actual speed.

[0168] In addition, comparing the preset displacement speed with the actual displacement speed to obtain the displacement speed deviation value of the vehicle may further include:

[0169] Comparing the second preset speed with the second actual speed to obtain the second displacement speed deviation value of the vehicle.

[0170] Optionally, the second displacement speed deviation value is used to indicate the difference between the second preset speed and the second actual speed.

[0171] In this way, the difference between the actual displacement speed of the vehicle and the desired preset displacement speed can be accurately determined, so as to perform corresponding control subsequently to eliminate this difference.

[0172] In a possible implementation, performing closed-loop control on the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value of each driving wheel includes:

[0173] Performing closed-loop control on the first displacement speed deviation value or the second displacement speed deviation value, and using the obtained first adjustment value or second adjustment value as the first wheel speed adjustment value of each driving wheel.

[0174] Wherein, when performing closed-loop control on the first displacement speed deviation value or the second displacement speed deviation value, it is also carried out for each driving wheel respectively. Therefore, the first adjustment value or the second adjustment value of each driving wheel can be obtained.

[0175] Optionally, the first adjustment value is used to eliminate the difference between the first preset speed and the first actual speed; the second adjustment value is used to eliminate the difference between the second preset speed and the second actual speed.

[0176] It can be understood that in this embodiment, only the displacement or deviation of the vehicle's center of mass in the X-axis direction will be eliminated, or only the displacement or deviation of the vehicle's center of mass in the Y-axis direction will be eliminated. After multiple tests by relevant technicians, it is found that generally, the vehicle is more likely to displace in the X-axis direction. Therefore, generally, closed-loop control can be performed based on the displacement speed deviation value representing the X-axis direction to obtain the corresponding adjustment value as the first wheel speed adjustment value for the first round.

[0177] In this way, while eliminating the offset of the vehicle's center of mass to a certain extent, the computational load of vehicle control can be reduced and the efficiency of vehicle control can be improved.

[0178] In a possible implementation, performing closed-loop control on the displacement speed deviation value of the vehicle to obtain the first wheel speed adjustment value for each driving wheel includes:

[0179] Performing closed-loop control on the first displacement speed deviation value and the second displacement speed deviation value respectively to obtain the first adjustment value and the second adjustment value.

[0180] Performing weighted calculation on the first adjustment value and the second adjustment value to obtain the first wheel speed adjustment value for each driving wheel.

[0181] Optionally, when performing weighted calculation on the first adjustment value and the second adjustment value, corresponding weights can be set for the first adjustment value and the second adjustment value respectively according to actual needs.

[0182] For example, since the vehicle is more likely to displace in the X-axis direction, if the first adjustment value is used to eliminate the offset of the vehicle's center of mass in the X-axis direction, a larger weight value can be assigned to the first adjustment value.

[0183] It can be understood that in this embodiment, the displacement or deviation of the vehicle's center of mass in the X-axis direction and the displacement or deviation of the vehicle's center of mass in the Y-axis direction can be eliminated simultaneously.

[0184] In this way, the effect of eliminating the offset of the vehicle's center of mass can be improved, and the performance of the vehicle for in-situ steering can be further improved.

[0185] In a possible implementation, referring to Figure 8 , obtaining the wheel speed control torque for each driving wheel based on the target wheel speed and the actual wheel speed of each driving wheel includes:

[0186] 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.

[0187] Optionally, the wheel speed deviation value of each driving wheel is used to characterize the difference between the target wheel speed and the actual wheel speed of each driving wheel.

[0188] Exemplarily, continuing with the vehicle shown in (a) above Figure 1 as an example, after the operation based on Step 1112, the wheel speed deviation value of driving wheel L1, the wheel speed deviation value of driving wheel L2, the wheel speed deviation value of driving wheel L3, and the wheel speed deviation value of driving wheel L4 can be obtained. Then, the wheel speed deviation value of driving wheel L1 can be used to characterize the difference between the target wheel speed and the actual wheel speed of driving wheel L1... The wheel speed deviation value of driving wheel L4 can be used to characterize the difference between the target wheel speed and the actual wheel speed of driving wheel L4.

[0189] Step 1113: Perform closed-loop control on the wheel speed deviation value of each driving wheel to obtain the torque adjustment value corresponding to each driving wheel.

[0190] Optionally, the torque adjustment value corresponding to each driving wheel can be a parameter for eliminating the difference between the target wheel speed and the actual wheel speed of each driving wheel.

[0191] Exemplarily, continuing with the vehicle shown in (a) above Figure 1 as an example, the torque adjustment value of driving wheel L1 can be used to eliminate the difference between the target wheel speed and the actual wheel speed of driving wheel L1... The torque adjustment value of driving wheel L4 can be used to eliminate the difference between the target wheel speed and the actual wheel speed of driving wheel L4.

[0192] Step 1114: Add the torque adjustment value corresponding to each driving wheel to the preset torque feedforward amount to obtain the wheel speed control torque of each driving wheel.

[0193] 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 applying torque to each driving wheel of the vehicle according to the wheel speed control torque obtained based on this torque adjustment value, the actual wheel speed of the vehicle can approach (or equal) the target wheel speed, thereby improving the stability and comfort of the vehicle during in-place turning, and eliminating the displacement or deviation amount generated by the center of mass of the vehicle during in-place turning.

[0194] Optionally, the preset torque feedforward amount is set by a person skilled in the art according to the actual situation. Moreover, the preset torque feedforward amount corresponds to the torque output to the drive wheels in the previous sampling period. Generally, multiplying the torque output in the previous sampling period by the corresponding torque feedforward coefficient can obtain the current preset torque feedforward amount.

[0195] Moreover, the torque feedforward coefficient can be set according to actual needs. For example, it can be 0.4, 0.5, or any other possible value. The torque feedforward coefficient is used to adjust the magnitude of the preset torque feedforward amount.

[0196] It should be noted that when performing step 1114, introducing the preset torque feedforward amount is equivalent to introducing an open-loop control quantity. The preset torque feedforward amount can be information predicted as much as possible before the occurrence of the control system deviation. Therefore, based on the preset torque feedforward amount and the torque adjustment value, obtaining the wheel speed control torque can reduce the response delay and overshoot of obtaining the wheel speed control torque. That is, it is possible to control each drive wheel of the vehicle with higher efficiency.

[0197] Exemplarily, Figure 9 shows the logic diagram of the closed-loop control provided by the embodiment of the present application. Refer to Figure 9 , Figure 9 shows the control logic of the three-level combined closed-loop control. Specifically, steps 110 - step 120, steps 1101 - step 1114, and other steps for designing the closed-loop control can all be executed according to the Figure 9 shown logic.

[0198] It can be seen that in the closed-loop control logic provided by the embodiment of the present application, it specifically includes a first-level closed-loop control P1 for improving the stability of the rotation speed of the vehicle during in-situ steering, a second-level closed-loop control P2 for eliminating the displacement or offset of the centroid of the vehicle, and a third-level closed-loop control P3 for converting the target wheel speed into a wheel speed control torque for controlling the drive wheels.

[0199] In addition, if the actual operating parameters, target rotation speed, and preset displacement speed in the target direction of the vehicle all match, then it is not necessary to activate the closed-loop control logic as Figure 9 shown. It is only necessary to control each drive wheel according to the required torque of each drive wheel.

[0200] Exemplarily, if it is not necessary to activate the closed-loop control logic, then, when the vehicle is not in the in-situ steering control mode (that is, the vehicle has not activated the in-situ steering activation state), the required torque of each drive wheel is 0.

[0201] When the vehicle is in the in-situ steering control mode (i.e., the vehicle activates the in-situ steering activation state), taking the vehicle with four independently controlled drive wheels as an example, the required torque can be calculated as follows:

[0202] 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(the maximum available torque of the left front wheel, the maximum available torque of the right front wheel, the maximum available torque of the right front wheel, the maximum available torque of the right rear wheel).

[0203] The required torque of the right rear wheel = the required torque of the right front wheel = the accelerator pedal opening × min(the maximum available torque of the left front wheel, the maximum available torque of the right front wheel, the maximum available torque of the right front wheel, the maximum available torque of the right rear wheel).

[0204] In this way, it can be ensured that equal torques can be output to the four drive wheels respectively, so as to make the driving force of the vehicle as balanced as possible during the in-situ steering process.

[0205] In a possible implementation manner, the vehicle control method provided in the embodiments of the present application can be executed by the vehicle's vehicle control unit (VCU) or any other controller.

[0206] Exemplarily, the schematic diagram of the functional architecture for the vehicle to implement in-situ steering control based on the VCU can be as Figure 10 shown, specifically as follows:

[0207] Four functional modules, namely wheel speed processing and wheel speed overrun judgment, function activation judgment, required wheel end torque parsing, and motion control, can be set in the VCU.

[0208] When the VCU executes this method, the required signals can include CAN signals sent by the central domain controller, including the in-situ steering switch state, the target rotation angle, the rotation speed gear, and CAN signals sent by the electronic stability program (ESP) of the vehicle body. The CAN signals can be used to indicate information such as the initial wheel speeds of the four drive wheels, the rotation directions of the four drive wheels, the yaw rate, and the brake pedal state.

[0209] Moreover, signals for indicating the preset displacement speed output by the actual displacement speed estimation module inside the VCU, signals for indicating the current gear of the vehicle output by the gear parsing module, signals for indicating the accelerator pedal opening of the vehicle output by the accelerator pedal parsing module, and signals for indicating the maximum available torques of the four drive wheels output by the driving ability calculation module are also required. After the processing of the above four parts of functions, the wheel speed control torques of the four motors are finally output respectively.

[0210] For example, when processing wheel speeds, since the initial wheel speed signal sent by the ESP is an unsigned value, it is necessary to determine according to the initial wheel speed and the wheel rotation direction. Specifically, it can be processed in the manner described in step 1103 above.

[0211] For another example, when determining whether the wheel speed exceeds the limit, the following logic can be used to check each wheel speed one by one for exceeding the limit: If the rotation direction of a driving wheel is "forward" and the wheel speed < the vehicle speed preset value 1, then set the wheel speed limit flag of this driving wheel to 1. If the rotation direction of a driving wheel is "backward" and the wheel speed > the vehicle speed preset value 2, then set the wheel speed limit flag of this driving wheel to 1. If the rotation direction of a driving wheel is not "forward" and not "backward", then keep the wheel speed limit flag of this driving wheel at the value of the previous moment.

[0212] Among them, the vehicle speed preset value 1 and the vehicle speed preset value 2 are different and can be set according to actual needs respectively. The embodiments of the present application do not make any limitations in this regard.

[0213] Further, if the wheel speed limit flag of any driving wheel is 1, then set the wheel speed limit flag to 1.

[0214] For another example, the user can enter the in-place steering function by triggering the selection button on the central large screen of the vehicle, select the above target rotation speed, and set the target rotation angle. Then, the VCU receives the CAN signal sent by the central domain controller indicating the in-place steering switch state, the target rotation speed, and the target rotation angle. It judges the function completion status and outputs the in-place steering function status; and according to the brake pedal state, the current gear, the accelerator pedal opening signal, and the wheel speed limit flag bit, it judges the in-place steering control state and outputs the in-place steering control state (that is, judges whether the vehicle currently has the in-place steering permission).

[0215] In a possible implementation, the method further includes:

[0216] Judging whether the vehicle currently has the in-place steering permission according to the first preset condition.

[0217] Optionally, the first preset condition includes: the gear of the vehicle, the opening 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.

[0218] If the vehicle has the in-place steering permission, then control the vehicle to be in the in-place steering control mode.

[0219] It should be noted that based on Figure 10 the shown functional architecture and the description of the above embodiments, the following steps can be used to determine the in-place steering control state (that is, judge whether the vehicle currently has the in-place steering permission):

[0220] 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.

[0221] 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.

[0222] 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.

[0223] 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).

[0224] 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.

[0225] 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.

[0226] 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.

[0227] 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.

[0228] In a possible implementation, the method further includes:

[0229] When the wheel speed of any driving wheel meets the second preset condition, the vehicle is controlled to exit the stationary steering control mode.

[0230] 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.

[0231] 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.

[0232] 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.

[0233] In a possible implementation, the method further includes:

[0234] 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.

[0235] 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.

[0236] 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.

[0237] 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.

[0238] Based on the foregoing embodiments, an embodiment of the present application provides a vehicle control device. Each module included in the device, as well as each unit included in each module, can be implemented by a processor; of course, it can also be implemented by specific logic circuits. During implementation, 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.

[0239] Figure 11 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. Refer to Figure 9 , the device includes:

[0240] An operation module 201, configured to, when the vehicle is in an in-place steering control mode, for each driving wheel, obtain a wheel speed control torque of each driving wheel based on the actual operating parameters of the vehicle, the target rotation speed, and a preset displacement speed in the target direction.

[0241] 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.

[0242] A control module 202, configured to control the corresponding driving wheel to rotate according to the wheel speed control torque of each driving wheel, so that the displacement amount of the center of mass of the vehicle is less than or equal to a preset displacement amount, and the preset displacement amount is obtained based on the preset displacement speed.

[0243] The description of the above device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects to the method embodiments. For technical details not disclosed in the device embodiments of the present application, please refer to the description of the method embodiments of the present application for understanding.

[0244] It should be noted that in the embodiments of the present application Figure 11 The division of the vehicle control device shown is schematic, and is only a logical function division. In actual implementation, there may be other division methods. In addition, each functional unit in the various embodiments of the present application can be integrated in one processing unit, or can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware, or in the form of a software functional unit. It can also be implemented in the form of a combination of software and hardware.

[0245] It should be noted that in the embodiments of the present application, if the above-mentioned method is implemented in the form of software function modules and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence or the part that contributes to the related technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable an electronic device to execute all or part of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), magnetic disks, or optical discs that can store program codes. In this way, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0246] The embodiments of the present application provide a vehicle, which may further include a processor and a memory connected through a system bus. Among them, 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. The computer program, when executed by the processor, implements the above method.

[0247] Optionally, the vehicle may further include a plurality of separately driven drive wheels, motors for separately driving each drive wheel, and any other possible devices or components for enabling the vehicle to achieve its corresponding functions. The embodiments of the present application do not limit this.

[0248] Optionally, the vehicle may further include a network interface, which is used to communicate with an external terminal through a network connection.

[0249] The embodiments of the present application provide 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 embodiments are implemented.

[0250] The embodiments of the present application provide a computer program product containing instructions. When it runs on a computer, it enables the computer to execute the steps in the method provided in the above method embodiments.

[0251] Those skilled in the art can understand that the structure of the vehicle provided in the embodiments of the present application is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the vehicle to which the solution of the present application is applied. The specific vehicle may include more or fewer components than those mentioned in the above embodiments, or combine some components, or have different component arrangements.

[0252] In one embodiment, the vehicle control device provided by the present application can be implemented in the form of a computer program that can run on the above-mentioned vehicle. Each program module constituting the above-mentioned device can be stored in the memory of the vehicle. The computer program constituted by each program module enables the processor to execute the steps in the methods of the various embodiments of the present application described in this specification.

[0253] It should be noted here that the descriptions of the above storage medium and device embodiments are similar to those of the above method embodiments and have beneficial effects similar to those of the method embodiments. For the technical details not disclosed in the storage medium, storage medium and device embodiments of the present application, please refer to the descriptions of the method embodiments of the present application for understanding.

[0254] It should be understood that the "one embodiment" or "an embodiment" or "some embodiments" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the "in one embodiment" or "in an embodiment" or "in some embodiments" that appear throughout the specification do 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 the various embodiments of the present application, the magnitude of the serial numbers of the above processes does not mean the sequence of execution, and the execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The serial numbers of the embodiments of the present application above are only for description and do not represent the advantages or disadvantages of the embodiments. The above descriptions of the various embodiments tend to emphasize the differences between the various embodiments, and their similarities can be referred to each other. For the sake of brevity, they will not be repeated herein.

[0255] The term "and / or" in this article is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, object A and / or object B can represent: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0256] It should be noted that in this article, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the element.

[0257] In several embodiments provided by this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of the modules is only a logical function division. In actual implementation, there may be other division methods. For example, 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 displayed or discussed components can be through some interfaces. The indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0258] The modules described above as separate components may or may not be physically separated. The components displayed as modules may or may not be physical modules; they can be located in one place or distributed to multiple network units; some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0259] In addition, in each embodiment of this application, each functional module can be all integrated in a processing unit, or each module can be separately used as a unit, or two or more modules can be integrated in a unit; the above integrated modules can be implemented in the form of hardware or in the form of a combination of hardware and software functional units.

[0260] Those of ordinary skill in the art can understand that all or part of the steps to implement the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps including the above method embodiments; and the foregoing storage medium includes: removable storage devices, read-only memory (ROM), magnetic disks, or optical disks and other various media that can store program codes.

[0261] Alternatively, if the above integrated unit of this application is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of this application essentially or the part that contributes to the related technology can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable an electronic device to execute all or part of the methods described in each embodiment of this application. And the foregoing storage medium includes: removable storage devices, ROM, magnetic disks, or optical disks and other various media that can store program codes.

[0262] The methods disclosed in several method embodiments provided by this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0263] The features disclosed in several product embodiments provided by this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0264] The features disclosed in several method or device embodiments provided by this application can be arbitrarily combined without conflict to obtain new method embodiments or device embodiments.

[0265] As mentioned above, it is only the implementation mode of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art within the technical scope disclosed by this application can easily think of changes or substitutions, which should all be covered within the protection scope of this application. Therefore, the protection scope of this application shall be subject to the protection scope of the claimed rights.

[0266] The above is only the preferred embodiment of this application and is not used to limit this application. For those skilled in the art, this application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included within the protection scope of this 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; Controlling the corresponding driving wheel to rotate according to the wheel speed of each driving wheel by controlling the torque so that the displacement of the center of mass of the vehicle is less than or equal to a preset displacement, wherein the preset displacement is obtained based on the preset displacement speed; 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, a target wheel speed of each of the driving wheels is determined based on actual operating parameters of the vehicle, a target rotation speed, and a preset displacement speed in a target direction, wherein the actual rotation speed of the vehicle includes an actual yaw rate of the vehicle, and the target wheel speed of each of the driving wheels is obtained by closed-loop control based on the actual yaw rate of the vehicle, the target rotation speed of the vehicle, the actual displacement speed of the vehicle, and the preset displacement speed of the vehicle, and the target wheel speed of each of the driving wheels is used to eliminate a deviation between the actual displacement speed and the preset displacement speed; 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.

2. The vehicle control method according to claim 1, 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.

3. The vehicle control method according to claim 2, 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.

4. The vehicle control method according to claim 2, 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.

5. The vehicle control method according to claim 4, 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.

6. The vehicle control method according to claim 5, 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.

7. The vehicle control method according to claim 5, 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 of each driving wheel.

8. The vehicle control method according to claim 1, 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.

9. The vehicle control method according to any one of claims 1 to 8, 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.

10. The vehicle control method according to any one of claims 1 to 8, 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.

11. 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, configured to control the rotation of the corresponding driving wheel by controlling the torque according to the wheel speed 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, wherein the preset displacement is obtained based on the preset displacement speed; The computing module is further used to determine, 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, wherein the actual rotation speed of the vehicle includes an actual yaw rate of the vehicle, and the target wheel speed of each of the driving wheels is obtained by performing closed-loop control based on the actual yaw rate of the vehicle, the target rotation speed of the vehicle, the actual displacement speed of the vehicle, and the preset displacement speed of the vehicle, and the target wheel speed of each of the driving wheels is used to eliminate a deviation between the actual displacement speed and the preset displacement speed; The calculation module is further used to obtain 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.

12. 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 10 when executing the program.

13. 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 10 is implemented.

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