Vehicle U-turn control method and device, computer equipment and storage medium

Abstract

The invention relates to a vehicle U-turn control method and device, computer equipment and a storage medium. The method comprises the steps that the steering wheel angle and the vehicle speed of the vehicle are obtained, under the condition that it is judged that the driving intention is turning around according to the steering wheel angle and the vehicle speed, the auxiliary turning-around function is activated, the current motor driving mode is recognized, and the vehicle is controlled to turn around by adopting a turning-around control strategy corresponding to the current motor driving mode. By the adoption of the method, the driving intention can be accurately judged in the static state and the running state of the vehicle, the auxiliary turning-around function can be quickly achieved, the limitation that the auxiliary turning-around function can be achieved only in the vehicle stopping state in a traditional scheme is broken through, and the driving intention can be accurately judged. Different U-turn control strategies are configured for different types of motor driving modes to provide additional assistance, and the U-turn control strategy matched with the current motor driving mode can be adopted at any time to control the vehicle to turn around, so that the operation of vehicle U-turn is smoother, and the comfort of a user is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle turn control method, device, vehicle, computer equipment, computer-readable storage medium and computer program product. Background Art

[0002] On urban roads or in complex traffic environments, vehicles often face the problem of limited space when performing U-turns.

[0003] Especially when the vehicle is traveling on a narrow road such as a two-lane road, if the vehicle needs to complete a U-turn or a large turn, the driver usually uses the rearview mirror, side head observation, etc. to confirm the driving status of the vehicles in the front and rear and whether there are pedestrians or other obstacles, and manually operates the vehicle to move forward, backward and turn multiple times to complete the vehicle's turn.

[0004] With the above-mentioned steering operation scheme, the driver faces the dual pressure of spatial judgment and operation coordination and needs to perform multi-stage operations, which takes a long time and significantly reduces the traffic efficiency and driving experience. Summary of the invention

[0005] Based on this, it is necessary to provide a more comfortable vehicle U-turn control method, device, vehicle, computer equipment, computer-readable storage medium and computer program product to address the above technical problems.

[0006] In a first aspect, the present application provides a vehicle U-turn control method, comprising:

[0007] Get the vehicle's steering wheel angle and speed;

[0008] activating an auxiliary U-turn function when the driving intention is determined to be a U-turn according to the steering wheel angle and the vehicle speed;

[0009] Identify the current motor drive mode;

[0010] The vehicle is controlled to turn around by adopting a U-turn control strategy corresponding to the current motor driving mode.

[0011] In one embodiment, determining the driving intention according to the steering wheel angle and the vehicle speed includes:

[0012] When the absolute value of the steering wheel angle is greater than or equal to a preset first angle threshold and the vehicle speed is less than or equal to a preset speed threshold, it is determined that the driving intention is a U-turn.

[0013] In one embodiment, the adopting a U-turn control strategy corresponding to the current motor driving mode to control the vehicle to turn around includes:

[0014] When the current motor driving mode is the dual-motor driving mode, at least one of the following steps is performed:

[0015] Reduce wheel-end torque on both rear wheels;

[0016] Increasing the wheel end torque of the wheel on the outer side in the rotation direction, and increasing the braking torque of the rear wheel on the inner side in the rotation direction, wherein the braking torque is greater than the wheel end torque;

[0017] Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides;

[0018] Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn based on the yaw moment.

[0019] In one embodiment, the step of increasing the wheel end torque of the wheel on the outer side of the rotation direction and increasing the braking torque of the rear wheel on the inner side of the rotation direction comprises:

[0020] The wheel end torque and the braking torque are increased synchronously according to a preset gradient.

[0021] In one embodiment, the controlling the vehicle to turn around by using a turning control strategy corresponding to the current motor driving mode further includes:

[0022] When the current motor driving mode is a three-motor driving mode or a four-motor driving mode, at least one of the following steps is performed:

[0023] Reduce the wheel end torque of the rear wheel on the inside of the turning direction;

[0024] Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides;

[0025] adjusting the torque of the rear wheel on the inner side of the rotation direction to a negative torque;

[0026] Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn based on the yaw moment.

[0027] In one embodiment, the method further comprises:

[0028] monitoring a slip ratio, a slip rate, and a yaw moment of the vehicle;

[0029] When the slip ratio, the slip rate, and the yaw moment exceed respective threshold values, a braking torque is applied to the rear wheel on the inner side in the turning direction.

[0030] In one embodiment, the method further comprises:

[0031] Monitor the distance between the vehicle body and surrounding obstacles;

[0032] If the distance between the vehicle body and the surrounding obstacles is less than a preset safety distance threshold, the vehicle is controlled to stop.

[0033] In one embodiment, controlling the rear wheels on both sides to rotate in a direction opposite to the direction in which the front wheels on both sides are turned includes:

[0034] The rear wheels on both sides are controlled to turn in the opposite direction to the turning direction of the front wheels on both sides according to the preset maximum opposite turning angle.

[0035] In one embodiment, identifying the current motor driving mode includes:

[0036] Reading a vehicle configuration word of the vehicle;

[0037] The current motor driving mode is identified according to the vehicle configuration word.

[0038] In one embodiment, the method further comprises:

[0039] When the absolute value of the steering wheel angle is less than a preset second angle threshold and the vehicle speed is less than the preset speed threshold, the assisted U-turn function is exited, wherein the second angle threshold is less than the first angle threshold.

[0040] In one embodiment, the method further comprises:

[0041] During the operation of activating the auxiliary U-turn function or exiting the auxiliary U-turn function, the increase and decrease amplitudes of the torque in each control cycle are gradient limited, and the torque after the gradient limitation processing is filtered.

[0042] In one of the embodiments, after activating the auxiliary U-turn function, the method further includes:

[0043] Monitor deceleration and braking pressure;

[0044] When the deceleration is greater than a preset deceleration threshold and the braking force pressure is greater than a preset pressure threshold, the brake lights and the turn lights are controlled to light up.

[0045] In a second aspect, the present application also provides a vehicle U-turn control device, comprising:

[0046] A data acquisition module, used to acquire the steering wheel angle and vehicle speed of the vehicle;

[0047] a function start-stop module, configured to activate an auxiliary U-turn function when the driving intention is determined to be a U-turn according to the steering wheel angle and the vehicle speed;

[0048] A mode recognition module, used to identify the current motor driving mode;

[0049] The U-turn control module is used to control the vehicle to turn around by adopting a U-turn control strategy corresponding to the current motor driving mode.

[0050] In a third aspect, the present application further provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps in any one of the above-mentioned vehicle turn control method embodiments when executing the computer program.

[0051] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps in any one of the above-mentioned vehicle turn control method embodiments are implemented.

[0052] In a fifth aspect, the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps in any one of the above-mentioned vehicle turn control method embodiments.

[0053] In a sixth aspect, the present application also provides a vehicle, comprising a vehicle body and a controller, wherein the controller is configured to execute the steps in any one of the above-mentioned vehicle turn control method embodiments.

[0054] The above-mentioned vehicle U-turn control method, device, vehicle, computer equipment, computer-readable storage medium and computer program product determine the driver's driving intention by acquiring the steering wheel angle and vehicle speed in real time. If the driving intention is determined to be a U-turn, the auxiliary U-turn function is immediately activated, the current motor drive mode of the vehicle is identified, and the U-turn control strategy corresponding to the current motor drive mode is adopted to control the vehicle U-turn. The entire scheme can accurately determine the driving intention when the vehicle is stationary and driving by monitoring the vehicle speed and steering wheel angle, and quickly enter the auxiliary U-turn function, breaking through the limitation that the traditional scheme can only enter the auxiliary U-turn function when the vehicle is stopped. In addition, by configuring different U-turn control strategies for different types of motor drive modes to provide additional assistance, the U-turn control strategy matching the current motor drive mode can be used at any time to control the vehicle U-turn, making the vehicle U-turn operation smoother, and achieving better U-turn performance under different motor drive modes. In addition, it can also reduce the inconvenience and potential risks caused by manual operation, and improve the driving experience and riding experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0056] Figure 1 A schematic flow chart of a vehicle U-turn control method in one embodiment;

[0057] Figure 2 A schematic diagram of a flow chart of a step of determining driving intention in one embodiment;

[0058] Figure 3 A schematic flow chart of a vehicle U-turn control method in another embodiment;

[0059] Figure 4 is a flow chart of a U-turn control step for a dual-motor driving mode in one embodiment;

[0060] Figure 5 is a flow chart of a U-turn control step for a three-motor / four-motor driving mode in one embodiment;

[0061] Figure 6 is a flow chart of a U-turn control step for a three-motor / four-motor driving mode in another embodiment;

[0062] Figure 7 A schematic flow chart of a vehicle U-turn control method in another embodiment;

[0063] Figure 8 is a detailed flow chart of a vehicle U-turn control method in another embodiment;

[0064] Fig. 9 is a structural block diagram of a vehicle U-turn control device in one embodiment;

[0065] Fig.10 is a structural block diagram of a vehicle U-turn control device in another embodiment;

[0066] Fig.11 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0068] In one embodiment, Figure 1 As shown, a vehicle U-turn control method is provided. This embodiment uses the method applied to a vehicle as an example for illustration. It can be understood that the method can also be applied to a server, and can also be applied to a system including a vehicle and a server, and is implemented through the interaction between the vehicle and the server. In this embodiment, the method includes the following steps (hereinafter referred to as S):

[0069] S200: Obtain a steering wheel angle and a vehicle speed of the vehicle.

[0070] The steering wheel angle refers to the angle of the steering wheel, usually the angle of the steering wheel from the center to one side. When the steering wheel is in the center, the vehicle is driving straight. The steering wheel angle is usually used to determine the direction in which the driver wants the vehicle to turn. The vehicle speed refers to the current speed of the vehicle.

[0071] For ease of explanation, in the following embodiments, an electric vehicle equipped with an advanced driver assistance system is used as an example for explanation. The vehicle is equipped with an electric power steering system (EPS), a body stability control system (ESC), an electronic braking system (EBS), and a series of sensors such as a steering wheel angle sensor, a vehicle speed sensor, etc. In practical applications, the motor can be managed and controlled so that the vehicle can switch to different motor drive modes when needed. The following embodiments are explained by taking the method applied to a vehicle controller (hereinafter referred to as VCU or controller) of a vehicle as an example.

[0072] In specific implementation, during normal driving of the vehicle, the VCU communicates with the steering wheel angle sensor and wheel speed sensor (or ABS system) through the CAN bus, and periodically queries the sensor status, or obtains the vehicle's steering wheel angle and speed through an event trigger mechanism (for example, triggered whenever the steering wheel turns more than a certain angle). Alternatively, the VCU obtains steering wheel angle data from the EPS (electric power steering system) through the CAN bus, and obtains vehicle speed information from the ABS (anti-lock braking system) or wheel speed sensor.

[0073] S400, when the driving intention is determined to be a U-turn based on the steering wheel angle and the vehicle speed, the assisted U-turn function is activated.

[0074] The assisted U-turn function refers to a function that automatically provides additional U-turn assistance when the system detects that the driver intends to make a U-turn. The name of the assisted U-turn function is not limited, and can be named "smart U-turn" or the like.

[0075] After obtaining the steering wheel angle and vehicle speed, the VCU can determine whether the driver wants to make a U-turn based on the preset U-turn determination logic. For example, if it is detected that the driver turns the steering wheel quickly and the vehicle speed is moderate, it is determined that the driver intends to make a U-turn, and the auxiliary U-turn function is activated. It can be understood that the driving intention and the activation of the auxiliary U-turn function can be performed in any driving mode.

[0076] Specifically, after the VCU determines that the driving intention is to make a U-turn based on the vehicle speed, it can first confirm whether the U-turn function is available, the actual gear position of the vehicle, whether the intelligent driving function is activated, and whether the vehicle stability function is activated. If it is determined that the U-turn function is available, the actual gear position of the vehicle is in D gear (Drive gear) and the gear signal is valid, the intelligent driving function is not activated, and the vehicle stability function is not activated, the vehicle sends a command to the EPS to start the auxiliary U-turn function to provide additional steering assistance, and sends the activation flag through the CAN bus. The whole process can be imperceptible to the user, and the user will not directly feel the decision-making process of the system. In addition, the vehicle can inform the driver that the auxiliary U-turn function is currently in use through the dashboard display or voice prompts.

[0077] S600, identifying the current motor driving mode.

[0078] The motor drive mode refers to the motor drive mode adopted by the vehicle, including but not limited to single motor drive, dual motor drive, triple motor drive, quad motor drive and other multi-motor drive modes. It is understood that the number of motors configured in the vehicle can be one or more. If the vehicle is configured with multiple motors, it can be switched to different motor drive modes by managing and controlling the number of motors used. For example, if the motor configuration has four motors, it can be switched to dual motor drive mode, triple motor drive mode or quad motor drive mode.

[0079] After the assisted U-turn function is activated, the VCU can query the status information of the power system controller in real time through the CAN bus to understand the current motor drive mode used by the vehicle and determine whether it is a single-motor, dual-motor, triple-motor or quad-motor drive mode. Alternatively, it can directly read the pre-stored power system configuration file to determine the current motor drive mode.

[0080] S800: Control the vehicle to turn around by adopting a U-turn control strategy corresponding to the current motor drive mode.

[0081] The U-turn control strategy refers to a series of complex control logic and technical means used to control the vehicle to turn when the vehicle needs to make a U-turn (or a large-scale steering operation). Among them, a large-scale steering can be defined as the steering wheel turning more than one circle, or the steering angle of the front wheels of the vehicle exceeding 30 degrees, and the corresponding degree range is different for different models. In other embodiments, the U-turn control strategy can also be called a steering control strategy, a large-scale steering control strategy, etc., without specific limitation.

[0082] In specific implementation, based on the identified motor drive mode, the VCU will select a steering control strategy that matches the current motor drive mode, and adjust the working parameters of EPS or other related components accordingly to provide additional steering assistance, reduce the turning radius, and optimize the U-turn experience. It can be understood that the entire assisted U-turn process can be imperceptible to the driver. They only need to operate the steering wheel normally or without operating the steering wheel to experience a more relaxed and smooth U-turn experience.

[0083] Taking the current motor drive mode as a dual-motor drive mode as an example, a more effective U-turn operation can be achieved by precisely controlling the speed difference of the left and right wheels. For example, the torque of the rear wheel located on the inside of the steering direction can be reduced, and the braking torque of the inner rear wheel can be increased. The torque and braking force can be adjusted according to the vehicle speed and steering angle to ensure the stability and power of the vehicle. It can also be that the VCU sends instructions to the motors on the front and rear axles to adjust their respective output torques so that the inner and outer wheels have a speed difference and reduce the turning radius. It can also be calculated based on the steering wheel angle and vehicle speed information. Under normal circumstances, in order to reduce the turning radius, the outer wheel needs to rotate faster than the inner wheel. In addition, if the VCU determines that adjusting the speed difference alone is not enough to complete the U-turn, the torque vectoring technology can be used to apply negative torque (i.e. regenerative braking) to the inner wheel, while increasing the positive torque of the outer wheel, thereby generating a yaw torque to help the vehicle rotate. During the entire U-turn process, the ESC system closely monitors the vehicle status to prevent the risk of loss of control due to oversteering or understeering. If necessary, the ESC will intervene to adjust the braking force of each wheel to keep the user feeling a better steering experience. It is understandable that in other embodiments, the U-turn control strategy of the three / four-motor drive mode may also be other methods, and is not limited to the only one.

[0084] For example, taking the current motor drive mode as a three-motor drive mode / four-motor drive mode as an example, the VCU considers the characteristics and position of each motor and selects the corresponding control logic to execute, which may include dynamically adjusting the torque output of each motor, the steering assist provided by EPS, and the braking torque applied by ESC / EBS. For example, the torque output of the rear wheel located on the inside of the steering direction can be reduced (even generating negative torque), and at the same time, the ESC is requested to increase the braking torque of the inner rear wheel to help the vehicle turn more smoothly. In addition, the power system controller needs to be coordinated to adjust the output of each motor to ensure that there is an appropriate driving force difference between the inner and outer wheels, thereby generating a yaw torque that helps steering. During the entire U-turn process, the ESC system closely monitors the vehicle status to prevent the risk of loss of control due to oversteering or understeering. If necessary, ESC will intervene to adjust the braking force of each wheel to keep the user feeling a better steering experience. It can be understood that in other embodiments, the U-turn control strategy of the three / four-motor drive mode can also be other ways.

[0085] The above-mentioned vehicle U-turn control method determines the driver's driving intention by acquiring the steering wheel angle and vehicle speed in real time. If the driving intention is determined to be a U-turn, the auxiliary U-turn function is immediately activated to identify the current motor drive mode, and different U-turn control strategies are adopted for different types of motor drive modes to control the vehicle U-turn. The entire solution, by monitoring the vehicle speed and steering wheel angle, can accurately determine the driving intention when the vehicle is stationary and driving, and quickly enter the auxiliary U-turn function, breaking through the limitation that the traditional solution can only enter the auxiliary U-turn function when the vehicle is stopped. In addition, by adopting different U-turn control strategies for different types of motor drive modes to provide additional assistance, the vehicle U-turn operation can be smoother, and better U-turn performance can be achieved in multiple drive modes. In addition, it can reduce the inconvenience and potential risks caused by manual operation, and improve the driving experience and riding experience.

[0086] In practical applications, there is no limit to the way of determining driving intention. Figure 2 As shown, in some exemplary embodiments, determining the driving intention according to the steering wheel angle and the vehicle speed includes:

[0087] S422: Compare the absolute value of the steering wheel angle with a preset first angle threshold.

[0088] S424, comparing the vehicle speed with a preset speed threshold.

[0089] S426: When the absolute value of the steering wheel angle is greater than or equal to a preset first angle threshold and the vehicle speed is less than or equal to a preset speed threshold, it is determined that the driving intention is a U-turn.

[0090] The steering wheel angle threshold is a threshold used to determine whether the driver intends to perform a large-scale steering operation such as a U-turn. In this embodiment, the first steering wheel angle threshold is a threshold used to determine whether the vehicle needs to activate the auxiliary U-turn function. For example, the first steering wheel angle threshold can be 400° (degrees). It can be understood that the steering wheel angle threshold can also be 500°, 420° and other angles. This threshold is a value set based on vehicle characteristics and comprehensive consideration of various factors. The speed threshold is a value used to assist in determining whether the vehicle is in a state suitable for large-scale steering (such as a U-turn). Usually, in order to improve safety during U-turns, this speed threshold is relatively low. Exemplarily, the speed threshold can be 30kph (kilometers per hour). It can be understood that the speed threshold can also be 25 kph, 32 kph and other speed values, which are not limited here.

[0091] In the specific implementation, the first steering wheel angle is 400° and the speed threshold is 30kph. After the VCU obtains the real-time steering wheel angle from the EPS (electric power steering system) through the CAN bus, it compares its absolute value with the preset first angle threshold of 400°. After receiving the vehicle speed from the ABS system or wheel speed sensor through the CAN bus, it compares the vehicle speed with the preset speed threshold of 30kph. If the absolute value of the steering wheel angle is greater than or equal to 400° and the vehicle speed is less than or equal to 30kph, it is determined that the driver intends to make a U-turn and the auxiliary U-turn function is activated. If the absolute value of the steering wheel angle is less than 400° and the vehicle speed is greater than 30kph, it is determined that the driver has no intention to make a U-turn, and there is no need to activate the auxiliary U-turn function, and the steering wheel angle and vehicle speed continue to be monitored.

[0092] In this embodiment, the driving intention can be determined quickly and accurately by comparing the absolute value of the steering wheel angle with a preset first angle threshold and comparing the vehicle speed with a preset speed threshold.

[0093] like Figure 3 As shown, in some exemplary embodiments, after S400, the method further includes:

[0094] S500, monitoring the deceleration and the braking force pressure, and controlling the brake lights and the turn lights to light up when the deceleration is greater than a preset deceleration threshold and the braking force pressure is greater than a preset pressure threshold.

[0095] Deceleration is the speed at which a vehicle slows down, usually measured by an accelerometer or inertial measurement unit (IMU), and can be used to directly reflect the braking effect of the vehicle. Braking pressure refers to the level of hydraulic or air pressure acting in the braking system, which directly affects the amount of braking force actually applied to the wheels. Braking pressure can be obtained through the pressure sensor of the braking system.

[0096] Brake lights are usually installed at the rear of a vehicle to warn vehicles behind that the vehicle is slowing down or stopping. Turn signals, also known as turn indicators, are used to indicate to surrounding vehicles and pedestrians that the driver intends to change direction.

[0097] In this embodiment, the deceleration threshold may be set to 0.13g (gravitational acceleration), and the braking force pressure threshold may be set to 0.3Bar (bar). It is understandable that in other embodiments, the deceleration threshold and the braking force pressure threshold may also be other values, and are not limited to the only value.

[0098] In actual applications, the VCU communicates with the acceleration sensor and the braking system through the CAN bus. It monitors the data stream from the acceleration sensor and the braking system pressure sensor in real time, including calculating the current degree of vehicle deceleration, monitoring the pressure level inside the braking system, and comparing the currently monitored deceleration and braking force pressure values ​​with the preset deceleration threshold and braking force pressure threshold respectively. If both exceed their respective thresholds, the VCU will send a signal to the lighting control module, which will control the lights, including turning on the brake lights and deciding whether to turn on the left or right turn signals according to the direction of the steering wheel.

[0099] In this embodiment, the brake lights and turn lights are automatically turned on by monitoring the deceleration and braking force pressure, so that the deceleration or turning intention can be timely and accurately conveyed to surrounding vehicles, which can effectively reduce rear-end collisions and other potential road hazards.

[0100] There are many ways to identify the motor drive mode, such as Figure 3 As shown, in some exemplary embodiments, S600 includes: S620, reading the vehicle configuration word of the vehicle, and identifying the current motor driving mode according to the vehicle configuration word.

[0101] The vehicle configuration word is a data structure or parameter set containing various configuration information about the vehicle, which can be a specific identifier or a group of identifiers stored in the vehicle's electronic control unit (ECU). It may include but is not limited to motor drive mode, battery type, vehicle model, etc.

[0102] In specific implementation, the VCU can communicate with the ECU responsible for managing vehicle configuration information through the CAN bus or other dedicated communication interface, read the vehicle configuration word from the ECU, and parse it into an understandable information format. It can also access the location where the vehicle configuration information is stored, read the vehicle configuration word from the corresponding storage location, and parse it into an understandable data format. After obtaining the vehicle configuration word, the VCU will parse this part of the data according to the predetermined encoding rules to determine the motor drive mode. For example, a specific bit or byte combination may correspond to a different motor layout.

[0103] In this embodiment, by adopting a unified vehicle configuration word standard, the current motor drive mode can be accurately identified, reducing problems caused by erroneous identification.

[0104] Different U-turn control strategies are adopted for different types of motor drive modes. Figure 4 As shown, in some exemplary embodiments, S800 includes:

[0105] When the motor driving mode is the dual-motor driving mode, at least one of the following steps is performed:

[0106] S820, reduces wheel end torque on both rear wheels.

[0107] S822, increasing the wheel end torque of the wheel on the outer side in the rotation direction, and increasing the braking torque of the rear wheel on the inner side in the rotation direction, wherein the braking torque is greater than the wheel end torque.

[0108] S824, controlling the rear wheels on both sides to rotate in the direction opposite to the direction in which the front wheels on both sides are turned.

[0109] S826: Apply longitudinal forces of different magnitudes to the wheels on both sides to generate a yaw moment, and control the vehicle to turn around based on the yaw moment.

[0110] Wheel-end torque refers to the amount of torque that acts directly on the wheels to provide propulsion. Braking torque refers to the torque used to slow down or stop the vehicle. Yaw moment refers to the force of rotation around an axis perpendicular to the ground and passing through the center of mass of the vehicle, which affects the direction and stability of the vehicle's turn. In this embodiment, the inner wheel and the outer wheel are determined according to the steering direction of the vehicle. The wheel on the outside of the turning direction is the wheel that is away from the center of the curve (outside of the curve) when the vehicle is turning. The wheel on the inside of the turning direction is the wheel that is close to the center of the curve (inside of the curve) when the vehicle is turning.

[0111] In actual applications, if the current motor drive mode is a dual-motor drive mode, a smoother and safer U-turn can be achieved by precisely controlling the torque and braking force of each wheel.

[0112] For example, the VCU can calculate the driving torque value that needs to be reduced for the left and right rear wheels based on the current vehicle state (such as speed, steering wheel angle, etc.), and then send instructions to the two motor controllers on the rear axle through the CAN bus, instructing them to reduce the wheel-end torque of the rear wheels to reduce the turning radius and make the vehicle easier to turn. For example, the wheel-end torque of the rear wheels on both sides can be reduced to 200N.m (Newton.meter).

[0113] In addition to reducing the wheel-end torque of the rear wheels on both sides, the VCU can also determine the outer wheel and the inner wheel based on the identified steering, and command the ESC to increase the wheel-end torque of the front and rear wheels on the outside of the turn, while increasing the braking torque of the inner rear wheel, and keep the braking torque greater than the wheel-end torque. For example, the braking torque can always be kept greater than the wheel-end torque of 100N.m (Newton.meter). In this way, a yaw moment that helps to turn around can be generated, helping the vehicle to enter the required turning path more quickly, and even in limited space, it can help the vehicle complete the U-turn more flexibly. For example, if the vehicle steering is identified as "left turn", the wheel-end torque of the front and rear wheels on the right side is increased, and the braking torque of the left rear wheel is increased, and the braking torque is kept greater than the wheel-end torque of 100N.m.

[0114] Afterwards, in order to help the vehicle better complete the U-turn, the VCU can calculate the appropriate rear wheel steering angle and communicate with the steering system to control the rear wheels on both sides to turn in the opposite direction of the front wheels. In addition, in order to optimize the steering performance of the vehicle, the required yaw torque is further calculated based on the vehicle state (such as speed, steering angle, etc.), and the power system and ESC are coordinated accordingly to apply different longitudinal forces to the wheels on both sides to generate the expected yaw torque, thereby optimizing the steering of the vehicle through the yaw torque. Furthermore, when the vehicle loses stability, additional yaw torque can be generated by differential braking of the left and right wheels for control. It can be understood that in order to obtain a better optimized U-turn experience, you can choose to perform all of the operations listed above. In other embodiments, at least one of the operations listed above can also be selectively performed according to actual needs.

[0115] In this embodiment, by precisely controlling the driving force and braking force of each wheel, the turning radius can be significantly reduced, and the steering flexibility and stability of the vehicle can be significantly improved, especially in U-turn operations in low-speed and complex environments. In addition, the use of single-wheel braking can reduce the impact on the vehicle during driving, thereby improving the driving experience.

[0116] In some exemplary embodiments, S824 includes: synchronously increasing the wheel end torque and the braking torque according to a preset gradient.

[0117] Gradient refers to the proportional relationship between wheel-end torque and brake torque over time or other variables. For example, it can be set to increase wheel-end torque by 5N.m per second while increasing brake torque by 0.05Bar. It is understood that different gradients can be set for different motor drive modes. It can also be calculated according to the current state of the vehicle to suit the current conditions.

[0118] Based on the above embodiment, the VCU can calculate the gradient value suitable for the current conditions according to the current state of the vehicle (speed, load, etc.), and then communicate with the power system controller, ESC (body stability control system), etc. to gradually increase the wheel-end torque and braking torque according to the gradient. For example, if the initial wheel-end torque is 200Nm and the braking torque is 0.2Bar, the wheel-end torque becomes 205N.m and the braking torque becomes 0.25Bar after the first second, and 210Nm and 0.3Bar respectively after the second second, and so on. During the whole process, the VCU can continuously monitor the vehicle status. If any abnormal situation (such as wheel slip) is detected, the VCU will immediately adjust the torque distribution strategy, such as reducing the wheel-end torque of the rear wheels or increasing the braking torque to restore vehicle stability.

[0119] In the above embodiment, by precisely controlling the ratio of driving torque to braking torque, better power and a smaller turning radius can be provided. In addition, not only the maneuverability of the vehicle in a low-speed complex environment is improved, but also the safety and comfort of the U-turn are enhanced.

[0120] like Figure 5 As shown, in some exemplary embodiments, S800 further includes:

[0121] When the current motor driving mode is the three-motor driving mode or the four-motor driving mode, at least one of the following steps is performed:

[0122] S840, reducing the wheel end torque of the rear wheel on the inner side in the turning direction.

[0123] S842, controlling the rear wheels on both sides to rotate in the direction opposite to the direction in which the front wheels on both sides are turned.

[0124] S844, adjust the torque of the rear wheel on the inner side of the turning direction to negative torque.

[0125] S846: Apply longitudinal forces of different magnitudes to the wheels on both sides to generate a yaw moment, and control the vehicle to turn around based on the yaw moment.

[0126] Negative torque refers to the reverse torque generated during regenerative braking, which is used to slow down or stabilize the vehicle.

[0127] In actual applications, if the VCU identifies that the current motor drive mode is a three-motor drive mode or a four-motor drive mode, it identifies the direction of the steering wheel based on the steering wheel angle information and determines which side is the inner rear wheel. Subsequently, it sends a command to reduce the wheel-end torque of the inner rear wheel, and then calculates the required reverse steering angle of the rear wheel, and sends a command to the steering system to control the rear wheels on both sides to turn in the opposite direction to the steering direction of the front wheels, that is, to control the reverse steering of the rear wheels on both sides.

[0128] Subsequently, the VCU can determine the negative torque that needs to be applied to the inner rear wheel according to the vehicle status (such as speed, acceleration, etc.), and then adjust the torque on the inner rear wheel to a negative torque by sending instructions. Furthermore, in order to improve the U-turn effect, the vehicle's current speed, steering angle and other parameters can be analyzed to calculate the longitudinal force allocated to the left and right wheels to generate the desired yaw moment. In this way, the vehicle speed can be guaranteed not to drop while the total required driving force of the vehicle remains unchanged, and the yaw moment is distributed to the four wheels. The dual-motor drive generates the corresponding yaw moment, and because the single-wheel braking method has less impact on the vehicle during driving, it also has less impact on the driver's driving experience. Specifically, it is necessary to determine the execution torque on the four wheels, the driver's throttle analysis torque, and the basic torque allocated to each wheel. The calculation method is as follows:

[0129]

[0130] Where, T fl , T fr , T rl , T rr Represents the execution torque on the four wheels, T req is the driver's throttle analytical torque, T basic is the basic torque distributed to each wheel, is the additional yaw moment, d w is the distance from the vehicle center of mass to the wheel center, r d is the tire radius. It is understandable that in order to obtain a better optimized U-turn experience, all the operations listed above can be selected to be performed. In other embodiments, at least one of the operations listed above can also be selectively performed according to actual needs.

[0131] In this embodiment, by considering the independence of the motor and accurately controlling the power output and braking force of each wheel, the turning radius can be reduced, and the stability and comfort of turning can be improved. In addition, the use of single-wheel braking can reduce the impact on the vehicle during driving, thereby improving the driving experience.

[0132] During the turning process, the VCU will also monitor the vehicle status to respond to emergencies. Figure 6 As shown, in some exemplary embodiments, the method further includes: S848, monitoring the slip rate, slip ratio and yaw moment of the vehicle, and applying braking torque to the rear wheels on the inner side of the turning direction when the slip rate, slip ratio and yaw moment exceed their respective threshold values.

[0133] Slip rate refers to the proportion of sliding components in wheel movement. It indicates the proportion of sliding components between the tire and the ground during braking or acceleration. The slip rate of a completely locked wheel is 100%, while the slip rate in the ideal state with no slip is 0%. Slip rate refers to the ratio of the difference between the actual distance traveled by the driving wheel and the theoretical distance traveled by the vehicle during driving to the theoretical speed. Simply put, slip rate is the degree of difference between the actual speed and the theoretical speed of the wheel. Slip rate reflects the shear deformation and relative sliding of the vehicle's driving wheel when providing thrust. Slip occurs when the driving wheel begins to spin due to excessive driving force.

[0134] In practical applications, the corresponding safety thresholds can be set in advance for the slip rate, slip ratio or yaw moment. It can be understood that the safety thresholds can be set according to actual conditions and are not limited here. If the slip rate, slip ratio or yaw moment exceeds the preset safety threshold, the corresponding control logic is executed to suppress excessive slip or sliding and improve vehicle stability.

[0135] In specific implementation, the VCU can monitor the speed, yaw rate, and wheelbase of each wheel in real time through sensors (such as wheel speed sensors, inertial measurement units (IMUs), etc.), and determine the current slip rate, slip rate, and yaw moment value based on the monitored information and combined with reference wheel speed and reference vehicle speed. Specifically:

[0136] The reference wheel speeds are:

[0137] V RL =V s

[0138] V RR =Vs+rb

[0139] V FL =V RL / cosδ

[0140] V FR = VRR / cosδ`

[0141] The calculation formula for the reference speed is:

[0142]

[0143] Where V s is the wheel speed, V RL 、V RR 、V FL 、V FR are the reference wheel speeds of the left front wheel, right front wheel, left rear wheel and right rear wheel respectively, r is the yaw angular velocity, b is the rear axle track, l is the distance from the center of mass of the vehicle to the rear axle, and δ is the front wheel turning angle.

[0144] If r=0,δ=0, then v=V FL =V FR =V RF =V RR , that is, it is determined that the current condition is a straight-line driving condition.

[0145] After determining the reference vehicle speed, the slip ratio can be calculated:

[0146] λ b =(v-ωr dyn ) / v

[0147] λ d =(ωr dyn -v) / (ωr dyn )

[0148] In the formula, λ ｂ is the wheel (brake wheel) slip rate, λ ｄ is the driving wheel slip rate, ω is the wheel angular velocity, r dyn is the dynamic rotation radius of the wheel, and v is the reference vehicle speed.

[0149] When the VCU detects that the slip rate, slip ratio or yaw moment exceeds the preset safety threshold, it determines the magnitude of the braking torque applied to the inner rear wheel and then sends a command to the ESC system to control it to apply braking torque to the inner rear wheel to adjust the vehicle condition.

[0150] In this embodiment, by dynamically monitoring and promptly responding to changes in slip rate, slip rate and yaw moment, the braking force of the inner rear wheel is controlled, which not only helps to better maintain the vehicle's traction and stability, but also improves the vehicle's overall handling and driving quality, and can significantly reduce the risks caused by tire slippage or vehicle loss of control.

[0151] like Figure 7 As shown, in some exemplary embodiments, the method further includes: S900, monitoring the distance between the vehicle body and surrounding obstacles, and if the distance between the vehicle body and surrounding obstacles is less than a preset safety distance threshold, controlling the vehicle to stop.

[0152] The safety distance threshold is a pre-set distance value used to determine whether the vehicle will have a collision risk. When the distance between the detected vehicle body and surrounding obstacles is less than this safety distance threshold, the vehicle will be judged to have a collision risk and corresponding measures will be taken.

[0153] In specific implementation, the VCU can obtain the latest surrounding obstacle information through environmental perception sensors (such as ultrasonic sensors, millimeter-wave radars or cameras, etc.), and calculate the minimum distance between the vehicle and obstacles in each direction based on the data provided by the sensors. When the VCU detects that the distance in a certain direction is less than the preset safety distance threshold, it can calculate the amount of braking force to be applied based on the current speed, acceleration and other parameters, and then send instructions to the braking system or motor system to require it to perform emergency braking operations to ensure that the vehicle can stop safely in the shortest time. At the same time, the VCU can also notify the driver of the actions that the system is about to take, such as reminding the driver to pay attention through warning lights on the dashboard or sound alarms. It can be understood that the detection of obstacle information around the vehicle body not only occurs in the process of controlling the vehicle to turn around, but can be at any time when the vehicle is in driving state.

[0154] In this embodiment, by real-time monitoring of obstacles around the vehicle body and responding promptly, the driver does not need to urgently observe the surrounding obstacle information. In the case of a blind spot, the driver can be assisted in emergency braking to reduce the potential risk of collision.

[0155] In some exemplary embodiments, controlling the rear wheels on both sides to rotate in a direction opposite to the steering direction of the front wheels on both sides includes: controlling the rear wheels on both sides to rotate in a direction opposite to the steering direction of the front wheels on both sides according to a preset maximum opposite-direction steering angle.

[0156] The maximum cross-steering angle refers to the maximum angle at which the rear wheels are allowed to turn in the opposite direction relative to the front wheels, usually between 30° and 40°. The maximum cross-steering angle varies depending on the model and is usually a pre-set value. It is understood that different maximum cross-steering angles can also be set in different motor drive driving modes.

[0157] Based on the above embodiments, whether in dual-motor drive mode, three-motor drive mode or four-motor drive mode, in the process of controlling the vehicle to make a U-turn, if it involves the operation of controlling the inner rear wheel to turn in the opposite direction, the VCU can read the maximum opposite turning angle value applicable to the current conditions from the internal memory, and then send a control signal to the steering system to control the rear wheels on both sides to rotate in the opposite direction of the steering of the front wheels on both sides according to the preset maximum opposite turning angle. During the execution process, the VCU can continuously receive feedback information from the steering system to ensure that the rear wheels rotate to the correct angle according to the instructions. If there is a deviation, the VCU can make corresponding adjustments. In order to ensure safety, the VCU can also maintain communication with safety systems such as ESC and ABS. If any situation that may cause instability (such as oversteering) is detected, these systems can intervene and adjust the vehicle status.

[0158] In this embodiment, by rotating the rear wheels in the opposite direction to the front wheels according to the maximum anisotropic steering angle, the vehicle can complete a U-turn or a turning action in a smaller space, which is particularly suitable for low-speed operations in urban environments.

[0159] In some exemplary embodiments, the method further includes: exiting the assisted U-turn function when the absolute value of the steering wheel angle is less than a preset second angle threshold and the vehicle speed is less than a preset speed threshold, wherein the second angle threshold is less than the first angle threshold.

[0160] In this embodiment, the second turning angle threshold is smaller than the first turning angle threshold. Taking the first turning angle threshold of 400° as an example, the second turning angle threshold may be 300°. Taking the first turning angle threshold of 500° as an example, the second turning angle threshold may be 450°. The specific setting may be based on actual conditions and is not limited here.

[0161] In this embodiment, the second angle threshold is 300° and the speed threshold is 30kph. When the vehicle performs a U-turn operation, the VCU monitors the steering wheel angle and the vehicle speed in real time, and compares them with the second angle threshold and the speed threshold respectively. If the absolute value of the steering wheel angle is less than 300° and the vehicle speed is greater than 30kph, it is determined that the auxiliary U-turn function is no longer needed. Subsequently, a corresponding control signal is generated to notify the relevant system to stop performing the auxiliary U-turn related operations and exit the auxiliary U-turn function. It can be understood that in actual applications, in addition to satisfying the two necessary conditions that the absolute value of the steering wheel angle is less than 300° and the vehicle speed is greater than 30kph, it is also possible to determine whether the vehicle's auxiliary U-turn function fails, whether the vehicle stability function is activated, whether the intelligent driving function is activated, the actual gear position, and whether the brake pedal is pressed. For example, if it is detected that the assisted U-turn function has not failed, the vehicle stability function has been activated, the intelligent driving function has been activated, the actual gear has been switched to a non-D gear, the brake pedal has been stepped on, the absolute value of the steering wheel angle is less than 300° and the vehicle speed is greater than 30kph, then it can be determined that the assisted U-turn function needs to be exited. At the same time, the VCU can also notify the driver, for example, through a signal light on the dashboard or a sound alarm to remind the driver that the assisted U-turn function has been exited, to provide the driver with a normal driving environment. After the vehicle exits the assisted U-turn function, the vehicle state is restored to the state before the assisted U-turn function is triggered, for example, the vehicle acceleration mode, vehicle driving mode, braking energy recovery, coasting energy recovery and other modes are restored.

[0162] In this embodiment, the assisted U-turn function is automatically exited when the vehicle speed is high or the steering wheel angle is small, thereby reducing unnecessary intervention and interference to the driver and reducing potential safety hazards. In addition, by accurately identifying when the assisted U-turn function needs to be activated and exiting the function at the right time, the user's trust and satisfaction are improved, making driving easier and safer.

[0163] In some exemplary embodiments, the method further includes: during the operation of activating the assisted U-turn function or exiting the assisted U-turn function, gradient limiting the increase and decrease amplitudes of the torque in each control cycle, and filtering the torque after the gradient limitation processing.

[0164] Gradient limitation refers to the limitation on the maximum allowable value of torque change per unit time, which can help prevent sudden and large changes in torque and improve the stability of the vehicle.

[0165] In actual applications, the VCU needs to limit the rising and falling gradients of the torque when activating or exiting the assisted U-turn function. For example, when the vehicle needs to increase the torque significantly (such as when starting an assisted U-turn), the torque may suddenly increase significantly without proper matrix restrictions. This sudden change will cause the motor output to be unstable, which in turn causes the vehicle to move or other unstable phenomena. If the torque suddenly drops significantly, the torque drop value within each cycle can be limited to prevent the final output torque demand from dropping too quickly. For example, if the maximum allowable torque increase rate is 5N.m / cycle, and the calculated change is 10N.m, the actual applied torque increase will be limited to 5N.m.

[0166] After the torque is gradient limited, the torque value after gradient processing can be further filtered to remove the peak of the torque signal, so that the output torque signal is smoother and the driver's driving experience is more delicate and smooth.

[0167] In order to make a clearer description of the vehicle U-turn control method provided by the present application, the following is a specific embodiment and the attached Figure 8 To illustrate, this specific embodiment includes the following steps:

[0168] S200: Obtain a steering wheel angle and a vehicle speed of the vehicle.

[0169] S402: When the absolute value of the steering wheel angle is greater than or equal to a preset first angle threshold and the vehicle speed is less than or equal to a preset speed threshold, it is determined that the driving intention is a U-turn, and the auxiliary U-turn function is activated.

[0170] Among them, the first turning angle threshold is 400° and the speed threshold is 30kph.

[0171] S500, monitoring the deceleration and the braking force pressure, and controlling the brake lights and the turn lights to light up when the deceleration is greater than a preset deceleration threshold and the braking force pressure is greater than a preset pressure threshold.

[0172] S620, reading the vehicle configuration word of the vehicle, and identifying the current motor drive mode according to the vehicle configuration word.

[0173] S802, when the current motor drive mode is the dual-motor drive mode, the wheel-end torque of the rear wheels on both sides is reduced, and the wheel-end torque of the wheels on the outside of the rotation direction and the braking torque of the rear wheels on the inside of the rotation direction are simultaneously increased, wherein the braking torque is greater than the wheel-end torque, and the rear wheels on both sides are controlled to rotate in the direction opposite to the steering direction of the front wheels on both sides, longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn around based on the yaw moment.

[0174] S804, when the current motor drive mode is the three / four-motor drive mode, reduce the wheel-end torque of the rear wheels on the inside of the turning direction, control the rear wheels on both sides to rotate in the direction opposite to the steering direction of the front wheels on both sides, adjust the torque of the rear wheels on the inside of the turning direction to negative torque, apply longitudinal forces of different magnitudes to the wheels on both sides to generate yaw torque, and control the vehicle to turn based on the yaw torque.

[0175] S900: monitor the distance between the vehicle body and surrounding obstacles. If the distance between the vehicle body and surrounding obstacles is less than a preset safety distance threshold, control the vehicle to stop.

[0176] S920: When the absolute value of the steering wheel angle is less than a preset second angle threshold and the vehicle speed is greater than a preset speed threshold, exit the assisted U-turn function.

[0177] The second rotation angle threshold may be 300°.

[0178] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are 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 does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these 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 steps or stages in other steps.

[0179] Based on the same inventive concept, the embodiment of the present application also provides a vehicle U-turn control device for implementing the vehicle U-turn control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle U-turn control device embodiments provided below can refer to the limitations of the vehicle U-turn control method above, and will not be repeated here.

[0180] In an exemplary embodiment, Fig. 9 As shown, a vehicle U-turn control device 900 is provided, comprising: a data acquisition module 910, a function start-stop module 920, a pattern recognition module 930 and a U-turn control module 940, wherein:

[0181] The data acquisition module 910 is used to acquire the steering wheel angle and vehicle speed of the vehicle.

[0182] The function start-stop module 920 is used to activate the auxiliary U-turn function when the driving intention is determined to be a U-turn based on the steering wheel angle and the vehicle speed.

[0183] The mode recognition module 930 is used to recognize the current motor driving mode.

[0184] The U-turn control module 940 is used to control the vehicle to turn around by adopting a U-turn control strategy corresponding to the current motor driving mode.

[0185] like Fig. 9 As shown, in some exemplary embodiments, the device also includes an intention recognition module 912, which is used to determine that the driving intention is a U-turn when the absolute value of the steering wheel angle is greater than or equal to a preset first angle threshold and the vehicle speed is less than or equal to a preset speed threshold.

[0186] In some exemplary embodiments, the U-turn control module 940 is further configured to, when the current motor driving mode is the dual-motor driving mode, perform at least one of the following operations:

[0187] Reduce wheel-end torque on both rear wheels;

[0188] Increasing the wheel end torque of the wheel on the outer side in the rotation direction, and increasing the braking torque of the rear wheel on the inner side in the rotation direction, wherein the braking torque is greater than the wheel end torque;

[0189] Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides;

[0190] Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn based on the yaw moment.

[0191] In some exemplary embodiments, the U-turn control module 940 is further configured to synchronously increase the wheel end torque and the braking torque according to a preset gradient.

[0192] In some exemplary embodiments, the U-turn control module 940 is further configured to, when the current motor driving mode is the three-motor driving mode or the four-motor driving mode, perform at least one of the following operations:

[0193] Reduce the wheel end torque of the rear wheel on the inside of the turning direction;

[0194] Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides;

[0195] The torque of the rear wheel on the inner side of the turning direction is adjusted to negative torque;

[0196] Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate yaw torque, and the vehicle is controlled to turn based on the yaw torque.

[0197] In some exemplary embodiments, the U-turn control module 940 is further configured to monitor the slip rate, slip ratio and yaw moment of the vehicle, and apply braking torque to the rear wheels on the inner side of the turning direction when the slip rate, slip ratio and yaw moment exceed their respective threshold values.

[0198] like Fig.10 As shown, in some exemplary embodiments, the device also includes an obstacle monitoring module 950, which is used to monitor the distance between the vehicle body and surrounding obstacles during the process of controlling the vehicle to turn around. If the distance between the vehicle body and the surrounding obstacles is less than a preset safety distance threshold, the vehicle is controlled to stop.

[0199] In some exemplary embodiments, the U-turn control module 940 is further configured to control the rear wheels on both sides to rotate in a direction opposite to the direction in which the front wheels on both sides turn according to a preset maximum opposite turning angle.

[0200] In some exemplary embodiments, the intention recognition module 912 is further configured to read the vehicle configuration word of the vehicle and identify the current motor driving mode according to the vehicle configuration word.

[0201] In some exemplary embodiments, the function start-stop module 920 is also used to exit the assisted U-turn function when the absolute value of the steering wheel angle is less than a preset second angle threshold and the vehicle speed is less than a preset speed threshold, wherein the second angle threshold is less than the first angle threshold.

[0202] like Fig.10 As shown, in some exemplary embodiments, the device also includes a torque signal processing module 960, which is used to gradient limit the increase and decrease amplitudes of the torque in each control cycle during the operation of activating the assisted U-turn function or exiting the assisted U-turn function, and filter the torque after the gradient limitation processing.

[0203] like Fig.10 As shown, in some exemplary embodiments, the device also includes a lighting control module 970, which is also used to monitor the deceleration and braking force pressure, and control the brake lights and turn lights to light up when the deceleration is greater than a preset deceleration threshold and the braking force pressure is greater than a preset pressure threshold.

[0204] Each module in the above-mentioned vehicle U-turn control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute the operations corresponding to each module.

[0205] In an exemplary embodiment, a vehicle is provided, including a vehicle body and a controller, wherein the controller is configured to execute the steps in any one of the above-mentioned vehicle U-turn control method embodiments.

[0206] It can be understood that the structure of the vehicle body is different for different vehicle models, so we will not describe it in detail here.

[0207] In an exemplary embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in FIG. Fig.11 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store data such as vehicle sensor data and U-turn control strategies. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a vehicle U-turn control method is implemented.

[0208] Those skilled in the art will understand that Fig.11 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0209] In an exemplary embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the steps in any one of the above-mentioned vehicle U-turn control method embodiments are implemented.

[0210] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in any one of the above-mentioned vehicle U-turn control method embodiments are implemented.

[0211] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in any one of the above-mentioned vehicle U-turn control method embodiments when executed by a processor.

[0212] It should be noted that the user information (including but not limited to user vehicle information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0213] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0214] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0215] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle U-turn control method, characterized in that: The method comprises: Get the vehicle's steering wheel angle and speed; activating an auxiliary U-turn function when the driving intention is determined to be a U-turn according to the steering wheel angle and the vehicle speed; Identify the current motor drive mode; The vehicle is controlled to turn around by adopting a U-turn control strategy corresponding to the current motor driving mode.

2. The method according to claim 1, characterized in that: Determining a driving intention according to the steering wheel angle and the vehicle speed includes: When the absolute value of the steering wheel angle is greater than or equal to a preset first angle threshold and the vehicle speed is less than or equal to a preset speed threshold, it is determined that the driving intention is a U-turn.

3. The method according to claim 1, characterized in that The adopting a U-turn control strategy corresponding to the current motor driving mode to control the vehicle U-turn includes: When the current motor driving mode is the dual-motor driving mode, at least one of the following steps is performed: Reduce wheel-end torque on both rear wheels; Increasing the wheel end torque of the wheel on the outer side in the rotation direction, and increasing the braking torque of the rear wheel on the inner side in the rotation direction, wherein the braking torque is greater than the wheel end torque; Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides; Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn based on the yaw moment.

4. The method according to claim 3, characterized in that The step of increasing the wheel end torque of the wheel on the outer side of the rotation direction and increasing the braking torque of the rear wheel on the inner side of the rotation direction comprises: The wheel end torque and the braking torque are increased synchronously according to a preset gradient.

5. The method according to claim 1, characterized in that The adopting of a U-turn control strategy corresponding to the current motor driving mode to control the vehicle U-turn further includes: When the current motor driving mode is a three-motor driving mode or a four-motor driving mode, reducing the wheel end torque of the rear wheel on the inner side of the rotation direction; Control the rear wheels on both sides to turn in the opposite direction to the steering of the front wheels on both sides; adjusting the torque of the rear wheel on the inner side of the rotation direction to a negative torque; Longitudinal forces of different magnitudes are applied to the wheels on both sides to generate a yaw moment, and the vehicle is controlled to turn based on the yaw moment.

6. The method according to claim 5, characterized in that The method further comprises: monitoring a slip ratio, a slip rate, and a yaw moment of the vehicle; When the slip ratio, the slip rate, and the yaw moment exceed respective threshold values, a braking torque is applied to the rear wheel on the inner side in the turning direction.

7. The method according to claim 1, characterized in that The method further comprises: Monitor the distance between the vehicle body and surrounding obstacles; If the distance between the vehicle body and the surrounding obstacles is less than a preset safety distance threshold, the vehicle is controlled to stop.

8. The method according to claim 3 or 5, characterized in that: The controlling of the rear wheels on both sides to rotate in the direction opposite to the direction in which the front wheels on both sides are turned comprises: The rear wheels on both sides are controlled to turn in the opposite direction to the turning direction of the front wheels on both sides according to the preset maximum opposite turning angle.

9. The method according to any one of claims 1 to 7, characterized in that: The identifying the current motor driving mode comprises: Reading a vehicle configuration word of the vehicle; The current motor driving mode is identified according to the vehicle configuration word.

10. The method according to claim 2, characterized in that The method further comprises: When the absolute value of the steering wheel angle is less than a preset second angle threshold and the vehicle speed is less than the preset speed threshold, the assisted U-turn function is exited, wherein the preset second angle threshold is less than the preset first angle threshold.

11. The method according to any one of claims 1 to 7, characterized in that: The method further comprises: During the operation of activating the auxiliary U-turn function or exiting the auxiliary U-turn function, the increase and decrease amplitudes of the torque in each control cycle are gradient limited, and the torque after the gradient limitation processing is filtered.

12. The method according to claim 2, characterized in that: After activating the auxiliary U-turn function, the method further includes: Monitor deceleration and braking pressure; When the deceleration is greater than a preset deceleration threshold and the braking force pressure is greater than a preset pressure threshold, the brake lights and the turn lights are controlled to light up.

13. A vehicle U-turn control device, characterized in that: The device comprises: A data acquisition module, used to acquire the steering wheel angle and vehicle speed of the vehicle; a function start-stop module, configured to activate an auxiliary U-turn function when the driving intention is determined to be a U-turn according to the steering wheel angle and the vehicle speed; A mode recognition module, used to identify the current motor driving mode; The U-turn control module is used to control the vehicle to turn around by adopting a U-turn control strategy corresponding to the current motor driving mode.

14. A vehicle, comprising a vehicle body and a controller, characterized in that: The controller is configured to perform the steps of the method according to any one of claims 1 to 12.

15. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 12 are implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 12 are implemented.

17. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 12 are implemented.

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