Vehicle in-situ turning method and related device

Abstract

The invention discloses a vehicle in-situ turning-around method and related device.The method comprises the steps that in response to received in-situ turning-around operation for a vehicle, the in-situ turning-around direction corresponding to the in-situ turning-around operation is determined, and according to the in-situ turning-around direction, multiple to-be-selected in-situ turning-around modes of the vehicle are determined, different to-be-selected in-situ turning modes correspond to different target wheels, the target wheels are wheels surrounded by in-situ turning, the target in-situ turning mode is determined from the to-be-selected in-situ turning modes according to the turning scene information associated with the turning scene where the vehicle is located, and the target in-situ turning mode is determined according to the target in-situ turning mode. The U-turn scene information is information influencing the in-situ U-turn of the vehicle, and controlling the vehicle to turn around in situ according to the target in-situ U-turn mode. Thus, the target in-situ turning mode can be intelligently selected, the vehicle is intelligently controlled to turn around in situ in the target in-situ turning mode, a driver does not need to set the in-situ turning mode, and the requirement for the driving experience of the driver can be reduced.

Description

Technical Field

[0001] The present application belongs to the field of vehicle driving technology, and in particular relates to a method for turning a vehicle on the spot and a related device. Background Art

[0002] Currently, the control method for turning a vehicle on the spot is relatively simple and can generally only be set according to the driver's choice. This makes it necessary to have high driving experience for the driver on the one hand, and on the other hand, increases the complexity of the operation, making it inconvenient for the driver to use in actual driving scenarios.

[0003] Therefore, there is an urgent need for a method to provide a variety of different on-the-spot U-turn control modes for intelligent selection, so as to avoid the need for the driver to independently set the on-the-spot U-turn control mode, thereby reducing the driving experience requirements for the driver. Summary of the invention

[0004] The embodiments of the present application provide a method for turning a vehicle on the spot and a related device, which can reduce the driving experience requirements for the driver when turning a vehicle on the spot.

[0005] In a first aspect, an embodiment of the present application provides a method for turning a vehicle in place, the method comprising:

[0006] In response to a received pivot-turn operation for the vehicle, determining a pivot-turn direction corresponding to the pivot-turn operation;

[0007] Determining a plurality of selectable on-the-spot U-turn modes of the vehicle according to the on-the-spot U-turn direction, wherein different on-the-spot U-turn modes correspond to different target wheels, and the target wheels are wheels around which the vehicle is to turn on the spot;

[0008] Determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle;

[0009] According to the target on-the-spot U-turn mode, the vehicle is controlled to make an on-the-spot U-turn.

[0010] In some examples, the U-turn scenario information includes obstacle information, and the obstacle information is used to indicate at least one obstacle in the U-turn scenario;

[0011] The determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located comprises:

[0012] Determining a safe U-turn range under each of the selected on-the-spot U-turn modes;

[0013] According to the safe U-turn ranges under the selected U-turn modes and the obstacle information, a selected U-turn mode among the multiple selected U-turn modes, in which no obstacle exists within the corresponding safe U-turn range, is determined as a target U-turn mode.

[0014] In some examples, the U-turn scenario information includes braking information of a target wheel corresponding to each of the plurality of available U-turn modes, wherein the braking information is used to characterize the degree of slippage of the corresponding target wheel when performing the U-turn on the spot;

[0015] The determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located comprises:

[0016] Matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes;

[0017] The candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree is used as the target on-the-spot U-turn mode.

[0018] In some examples, the U-turn scenario information further includes obstacle information, where the obstacle information is used to indicate at least one obstacle in the U-turn scenario;

[0019] Before matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes, the method further includes:

[0020] Determining a safe U-turn range under each of the selected on-the-spot U-turn modes;

[0021] Determine, according to the safe U-turn ranges under the selected U-turn modes and the obstacle information, at least one initial U-turn mode in which no obstacle exists within the corresponding safe U-turn range among the multiple U-turn modes to be selected;

[0022] The step of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes comprises:

[0023] The braking information of the target wheel corresponding to the at least one initial on-the-spot U-turn mode is matched to determine a candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree in the at least one initial on-the-spot U-turn mode.

[0024] In some examples, the braking information includes a maximum adhesion coefficient and a vertical load;

[0025] The step of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes comprises:

[0026] Calculating the target product of the maximum adhesion coefficient and the vertical load corresponding to each of the to-be-selected in-situ U-turn modes respectively;

[0027] The selected in-situ U-turn mode corresponding to the maximum value of the target products corresponding to the selected in-situ U-turn modes is determined as the selected in-situ U-turn mode corresponding to the target wheel with the smallest slip degree.

[0028] In some examples, the method of using the candidate pivot turn mode corresponding to the target wheel with the smallest slip degree as the target pivot turn mode further includes:

[0029] If there are multiple maximum values ​​in the target products corresponding to the to-be-selected on-the-spot U-turn modes, obtaining the priority of the to-be-selected on-the-spot U-turn modes corresponding to the target wheels with the smallest slip degree;

[0030] The selected on-the-spot U-turn mode with the highest priority among the multiple selected on-the-spot U-turn modes corresponding to the target wheels with the smallest slip degrees is used as the target on-the-spot U-turn mode.

[0031] In some examples, the controlling the vehicle to make an on-the-spot U-turn comprises:

[0032] Obtaining an accelerator pedal opening of the vehicle;

[0033] determining, according to the accelerator pedal opening, a target motor speed of a target motor corresponding to other wheels except a target wheel corresponding to the target spot U-turn mode;

[0034] According to the target motor speed corresponding to each wheel of the other wheels and the actual motor speed of the target motor, the target motor corresponding to each wheel is controlled to control the speed of each wheel so as to make the vehicle turn around on the spot.

[0035] In a second aspect, an embodiment of the present application further provides a vehicle turning device in situ, comprising:

[0036] a direction determination module, configured to determine, in response to a received on-the-spot U-turn operation for the vehicle, an on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation;

[0037] an initial determination module, configured to determine a plurality of selectable on-the-spot U-turn modes of the vehicle according to the on-the-spot U-turn direction, wherein different on-the-spot U-turn modes use different wheels as target wheels for the on-the-spot U-turn;

[0038] a final determination module, configured to determine a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle;

[0039] The U-turn control module is used to control the vehicle to make an on-the-spot U-turn according to the target on-the-spot U-turn mode.

[0040] In a third aspect, an embodiment of the present application further provides an electronic device, the electronic device comprising: a processor and a memory storing computer program instructions;

[0041] When the processor executes the computer program instructions, the method for turning the vehicle on the spot as described in any one of the first aspects is implemented.

[0042] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method for turning the vehicle on the spot as described in any one of the first aspects is implemented.

[0043] In a fifth aspect, an embodiment of the present application further provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the method for turning the vehicle on the spot as described in the first aspect.

[0044] In a sixth aspect, an embodiment of the present application further provides a vehicle, comprising the electronic device as described in the third aspect.

[0045] The vehicle U-turn method, device, electronic device, storage medium and vehicle of the embodiment of the present application determine the U-turn direction corresponding to the U-turn operation in response to the received U-turn operation for the vehicle, and determine multiple U-turn modes to be selected for the vehicle according to the U-turn direction, wherein different U-turn modes to be selected correspond to different target wheels, and the target wheels are wheels around when the U-turn is in progress, and determine the target U-turn mode from multiple U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that affects the U-turn of the vehicle in progress, and the vehicle is controlled to make a U-turn in progress according to the target U-turn mode. In this way, the target U-turn mode in progress can be intelligently selected, and the vehicle can be intelligently controlled to make a U-turn in progress using the target U-turn mode in progress, without the driver having to set the U-turn mode in progress, and the driving experience requirements for the driver can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0047] Figure 1 It is a flow chart of a method for turning a vehicle on the spot provided by the present application;

[0048] Figure 2 It is a schematic diagram of a first on-the-spot U-turn method provided by the present application;

[0049] FIG3( a ) is a schematic diagram of a second on-the-spot U-turn method provided by the present application;

[0050] FIG3( b ) is a schematic diagram of a third on-the-spot U-turn method provided by the present application;

[0051] FIG4( a ) is a schematic diagram of a fourth on-the-spot U-turn method provided by the present application;

[0052] FIG4( b ) is a schematic diagram of a fifth on-the-spot U-turn method provided by the present application;

[0053] FIG4( c ) is a schematic diagram of a sixth on-the-spot U-turn method provided by the present application;

[0054] Figure 5 It is a structural schematic diagram of a vehicle U-turn device provided by the present application;

[0055] Figure 6 It is a schematic diagram of the structure of an embodiment of the electronic device provided by the present application. DETAILED DESCRIPTION

[0056] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0057] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0058] An embodiment of the present application provides a method for turning a vehicle on the spot, in which the method determines the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation in response to a received on-the-spot U-turn operation for the vehicle, and obtains a plurality of preset selectable on-the-spot U-turn modes that match the on-the-spot U-turn direction, for example, the on-the-spot U-turn direction is left, and a plurality of selectable on-the-spot U-turn modes that are preset with the on-the-spot U-turn direction to the left are U-turn mode A, U-turn mode B, and U-turn mode C, wherein different selectable on-the-spot U-turn modes use different wheels as target wheels for the on-the-spot U-turn, that is, different selectable on-the-spot U-turn modes correspond to different target wheels, and the target wheel is the wheel surrounded during the on-the-spot U-turn, for example, U-turn mode A uses the right rear wheel of the vehicle as the target wheel for the on-the-spot U-turn, U-turn mode B uses the left front wheel of the vehicle as the target wheel for the on-the-spot U-turn, and U-turn mode C uses the right front wheel of the vehicle as the target wheel for the on-the-spot U-turn. According to U-turn scenario information associated with the U-turn scenario in which the vehicle is located, a target U-turn method is determined from a plurality of selectable U-turn methods on the spot, and finally, the vehicle is controlled to perform a U-turn on the spot according to the determined target U-turn method on the spot.

[0059] The vehicle has a function of turning around on the spot. The method of turning around on the spot can be applied to an electronic device, which can be a body controller, a vehicle terminal, a cloud server, or other servers or vehicles externally connected to the vehicle, etc., or can be an electronic product including a body controller, a vehicle terminal, a cloud server, or other servers or vehicles externally connected to the vehicle, and the method of turning around on the spot is performed by the electronic device.

[0060] For ease of understanding, here is a detailed description of the method of turning the vehicle in place. Figure 1 ,like Figure 1 A flow chart of a method for turning a vehicle in place provided by an embodiment of the present invention is shown in FIG. Figure 1 As shown, the vehicle U-turn method specifically includes the following steps S101 to S104.

[0061] Step S101: in response to a received pivot operation for the vehicle, determining a pivot direction corresponding to the pivot operation.

[0062] The above-mentioned U-turn operation may be input by the driver and is used to instruct the vehicle to make a U-turn in the U-turn direction. For example, the U-turn operation may be an operation input into the U-turn function interface on the touch screen of the electronic device; or, it may be an operation of the driver on the steering wheel or turn signal of the vehicle, etc.

[0063] The above-mentioned on-the-spot U-turn direction may be the direction in which the vehicle turns when making a on-the-spot U-turn, and the on-the-spot U-turn direction may be a left turn or a right turn.

[0064] When the vehicle receives a U-turn operation, it can respond to the U-turn operation and determine the U-turn direction corresponding to the U-turn operation.

[0065] In a first possible implementation, the direction of the on-the-spot U-turn can be determined by the driver's selection on the display screen of the electronic device. For example, when the driver selects to turn left as the on-the-spot U-turn direction on the display screen of the electronic device, the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn left; when the driver selects to turn right as the on-the-spot U-turn direction on the display screen of the electronic device, the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn right.

[0066] In a second possible implementation, the direction of the on-the-spot U-turn can also be determined by the direction of the steering wheel operated by the driver. When the driver operates the steering wheel to turn left (turns the steering wheel to the left), the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn left. When the driver operates the steering wheel to turn right (turns the steering wheel to the right), the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn right.

[0067] In a third possible implementation, the driver can select the direction of the on-the-spot U-turn by operating the steering lever. When the driver's operation instruction of turning the steering lever is to turn left, the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn left. When the driver's operation instruction of turning the steering lever is to turn right, the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is to turn right.

[0068] Step S102, determining a plurality of on-the-spot U-turn modes to be selected for the vehicle according to the on-the-spot U-turn direction.

[0069] The above-mentioned on-the-spot U-turn modes to be selected are preset modes that can realize on-the-spot U-turns in corresponding on-the-spot U-turn directions. Different on-the-spot U-turn modes to be selected correspond to different target wheels. For example, the multiple on-the-spot U-turn modes to be selected include on-the-spot U-turn mode A, on-the-spot U-turn mode B and on-the-spot U-turn mode C. On-the-spot U-turn mode A uses the right rear wheel of the vehicle as the target wheel for on-the-spot U-turns, on-the-spot U-turn mode B uses the left front wheel of the vehicle as the target wheel for on-the-spot U-turns, and on-the-spot U-turn mode C uses the right front wheel of the vehicle as the target wheel for on-the-spot U-turns. The target wheel is the wheel around which the U-turn is made. For example, when making a U-turn on the spot, the other wheels are controlled to rotate with the target wheel as the center to realize the on-the-spot U-turn.

[0070] Among them, in one embodiment, the target wheel can be defined as a brake wheel. When turning on the spot, the target wheel can be fixed. In another embodiment, when turning on the spot, the target wheel can also rotate at a low speed. The specific rotation speed of the target wheel can be set according to demand.

[0071] In some examples, the electronic device pre-sets a plurality of selectable on-the-spot U-turn modes corresponding to different on-the-spot U-turn directions.

[0072] In a possible implementation, the multiple available on-the-spot U-turn modes corresponding to the left-turn on-the-spot U-turn direction include at least two of a first on-the-spot U-turn mode, a second on-the-spot U-turn mode, and a third on-the-spot U-turn mode, wherein the first on-the-spot U-turn mode uses the right rear wheel of the vehicle as the target wheel, the second on-the-spot U-turn mode uses the left front wheel of the vehicle as the target wheel, and the third on-the-spot U-turn mode uses the right front wheel of the vehicle as the target wheel.

[0073] In another possible implementation, the multiple available on-the-spot U-turn modes corresponding to the on-the-spot U-turn direction of turning right include at least two of a fourth on-the-spot U-turn mode, a fifth on-the-spot U-turn mode, and a sixth on-the-spot U-turn mode, wherein the fourth on-the-spot U-turn mode takes the left rear wheel of the vehicle as the target wheel, the fifth on-the-spot U-turn mode takes the right front wheel of the vehicle as the target wheel, and the sixth on-the-spot U-turn mode takes the left front wheel of the vehicle as the target wheel.

[0074] If the multiple available on-the-spot U-turn modes corresponding to the left-turn U-turn direction include the first on-the-spot U-turn mode, the second on-the-spot U-turn mode, and the third on-the-spot U-turn mode, the electronic device determines that the multiple available on-the-spot U-turn modes for the vehicle include the first on-the-spot U-turn mode, the second on-the-spot U-turn mode, and the third on-the-spot U-turn mode according to the left-turn U-turn direction. If the multiple available on-the-spot U-turn modes corresponding to the right-turn U-turn direction include the fourth on-the-spot U-turn mode, the fifth on-the-spot U-turn mode, and the sixth on-the-spot U-turn mode, the electronic device determines that the multiple available on-the-spot U-turn modes for the vehicle include the fourth on-the-spot U-turn mode, the fifth on-the-spot U-turn mode, and the sixth on-the-spot U-turn mode according to the right-turn U-turn direction.

[0075] Step S103: determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located.

[0076] The above-mentioned U-turn scenario information is information that has an impact on the vehicle's U-turn on the spot. The U-turn scenario information is used to determine a target U-turn method from a plurality of candidate U-turn methods on the spot. The target U-turn method on the spot is a candidate U-turn method that can smoothly control the vehicle to make a U-turn on the spot under the U-turn scenario in which the vehicle is located.

[0077] Step S104: controlling the vehicle to make an on-the-spot U-turn according to the target on-the-spot U-turn mode.

[0078] The electronic device controls the vehicle to realize a U-turn on the spot by using the target wheels corresponding to the target U-turn on the spot method.

[0079] In the embodiment of the present application, by responding to the received on-the-spot U-turn operation for the vehicle, the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is determined, and according to the on-the-spot U-turn direction, a plurality of on-the-spot U-turn modes to be selected for the vehicle are determined, and different on-the-spot U-turn modes use different wheels as target wheels for on-the-spot U-turns, and according to the U-turn scene information associated with the U-turn scene in which the vehicle is located, the target on-the-spot U-turn mode is determined from the plurality of on-the-spot U-turn modes to be selected, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle, and the vehicle is controlled to perform an on-the-spot U-turn according to the target on-the-spot U-turn mode. In this way, the target on-the-spot U-turn mode can be intelligently selected, and the vehicle can be intelligently controlled to perform an on-the-spot U-turn using the target on-the-spot U-turn mode, without the driver having to set the on-the-spot U-turn mode himself, which can reduce the driving experience requirements for the driver.

[0080] In some embodiments, the U-turn scene information may include obstacle information, where the obstacle information is used to indicate at least one obstacle in the U-turn scene, wherein the obstacle is an object that will hinder the movement of the vehicle.

[0081] The method steps for determining a target on-the-spot U-turn mode from a plurality of on-the-spot U-turn modes to be selected may be as follows:

[0082] A safe U-turn range under each of the to-be-selected on-the-spot U-turn modes is determined, where the safe U-turn range is a safe range required when the vehicle performs an on-the-spot U-turn using the corresponding to-be-selected on-the-spot U-turn mode.

[0083] Further, according to the safe U-turn range under each of the to-be-selected U-turn modes and the obstacle information, a to-be-selected U-turn mode in which there is no obstacle within the corresponding safe U-turn range among the multiple to-be-selected U-turn modes is determined as the target U-turn mode. The to-be-selected U-turn mode in which there is no obstacle within the safe U-turn range can be determined by matching the obstacle information with the safe U-turn range under each of the to-be-selected U-turn modes.

[0084] In this embodiment, by determining the selected on-the-spot U-turn mode in which there are no obstacles within the corresponding safe U-turn range among the various candidate on-the-spot U-turn modes as the mode for realizing the vehicle's on-the-spot U-turn, it can be ensured that the vehicle can turn smoothly within the safe U-turn range without any obstacles preventing the vehicle from turning around.

[0085] The above-mentioned safe U-turn range can be a circle formed by taking the target wheel as the center and R+ΔR as the radius, wherein R is the distance between the target wheel and the wheel on the opposite side of the target wheel, ΔR is the reserved safety distance, and ΔR is a preset fixed value. The distance R can be calculated by taking the midpoint of the target wheel as the center and the midpoint of the target wheel and the midpoint of the wheel on the opposite side of the target wheel as the two end points.

[0086] In a possible implementation, when the midpoint of the target wheel is taken as the center of the circle, R+ΔR is greater than the distance between the target wheel and the outermost side of the wheel on the opposite side of the target wheel.

[0087] When the target wheel is the right rear wheel, the wheel opposite to the right rear wheel is the left front wheel; when the target wheel is the left rear wheel, the wheel opposite to the left rear wheel is the right front wheel.

[0088] For example, for the first on-site U-turn method, the target wheel is the right rear wheel, and the opposite wheel is the left front wheel. The distance between the midpoint of the right rear wheel and the midpoint of the left front wheel is obtained to obtain R. The safe U-turn range is the circle with the right rear wheel as the center and R as the center. LeDwn，TurnLe is the circle formed by the radius, R LeDwn，TurnLe =R+ΔR.

[0089] Reference Figure 2 , Figure 2 is a schematic diagram of the first on-the-spot U-turn method. Figure 2In the figure, numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel when the vehicle has not yet made a U-turn on the spot, among which the right rear wheel is the target wheel and remains stationary, and numbers 5, 6, and 7 respectively represent the left front wheel, right front wheel, and left rear wheel when the vehicle makes a U-turn on the spot.

[0090] Depend on Figure 2 It can be seen that when the vehicle makes a U-turn, the target wheel is fixed, and the other wheels rotate to drive the vehicle to move. The longest distance required is the distance R between the right rear wheel and the left front wheel, where R is the radius of the expected circular trajectory of the vehicle. However, since the wheels have width, the area of ​​the circle calculated with R as the radius may be too small. Therefore, in this embodiment, the target wheel is the center of the circle and R is the radius of the circle. LeDwn，TurnLe The circle formed by the radius is the safe turning range, R LeDwn，TurnLe =R+ΔR.

[0091] In some embodiments, the above obstacle information may include information characterizing each obstacle in the U-turn scenario where the vehicle is located. Therefore, the obstacle information is used to indicate all obstacles in the U-turn scenario.

[0092] In some examples, the method steps of matching the obstacle information with the safe U-turn range under each of the candidate U-turn modes to determine a candidate U-turn mode in which no obstacle exists within the safe U-turn range may be as follows:

[0093] Determine the obstacle distance between the target wheel corresponding to each of the to-be-selected on-the-spot U-turn modes and at least one obstacle indicated by the obstacle information, for example, the obstacle information indicates obstacles A, B and C in the U-turn scene, each of the to-be-selected on-the-spot U-turn modes includes a first on-the-spot U-turn mode, a second on-the-spot U-turn mode and a third on-the-spot U-turn mode, for the first on-the-spot U-turn mode, the target wheel is the right rear wheel, and calculate the first obstacle distance between the right rear wheel and obstacle A, the second obstacle distance between the right rear wheel and obstacle B, and the third obstacle distance between the right rear wheel and obstacle C, respectively. The third obstacle distance between the left front wheel and obstacle C is calculated. For the second on-the-spot U-turn method, the target wheel is the left front wheel, and the fourth obstacle distance between the left front wheel and obstacle A, the fifth obstacle distance between the left front wheel and obstacle B, and the sixth obstacle distance between the left front wheel and obstacle C are calculated respectively. For the third on-the-spot U-turn method, the target wheel is the right front wheel, and the seventh obstacle distance between the right front wheel and obstacle A, the eighth obstacle distance between the right front wheel and obstacle B, and the ninth obstacle distance between the right front wheel and obstacle C are calculated respectively.

[0094] The safe U-turn range and obstacle distance corresponding to each to-be-selected on-the-spot U-turn mode are processed as follows: if the obstacle distances corresponding to the to-be-selected on-the-spot U-turn mode are all greater than the circle center radius R+ΔR corresponding to the safe U-turn range of the to-be-selected on-the-spot U-turn mode, the to-be-selected on-the-spot U-turn mode is determined as a to-be-selected on-the-spot U-turn mode in which no obstacle exists within the safe U-turn range. For example, the to-be-selected on-the-spot U-turn mode is the first to-be-selected on-the-spot U-turn mode, and the obstacle distances corresponding to the first to-be-selected on-the-spot U-turn mode include the first obstacle distance, the second obstacle distance, and the third obstacle distance. If the first obstacle distance, the second obstacle distance, and the third obstacle distance are all greater than the circle center radius R+ΔR corresponding to the first to-be-selected on-the-spot U-turn mode, the first to-be-selected on-the-spot U-turn mode is determined as a to-be-selected on-the-spot U-turn mode in which no obstacle exists within the safe U-turn range.

[0095] In some examples, determining the selected on-the-spot U-turn mode corresponding to the safe U-turn range without obstacles among the multiple selected on-the-spot U-turn modes as the target on-the-spot U-turn mode may include the following steps:

[0096] If only one initial on-the-spot U-turn mode is determined from the candidate on-the-spot U-turn modes, the uniquely determined initial on-the-spot U-turn mode is used as the target on-the-spot U-turn mode, wherein the initial on-the-spot U-turn mode is a candidate on-the-spot U-turn mode in which no obstacles exist within the safe U-turn range. For example, if the uniquely determined initial on-the-spot U-turn mode is the first on-the-spot U-turn mode, the first on-the-spot U-turn mode is determined as the target on-the-spot U-turn mode.

[0097] In one possible case, there may be multiple initial on-the-spot U-turn modes determined by the above method. In a possible implementation method, if multiple initial on-the-spot U-turn modes are obtained, the priorities corresponding to the multiple initial on-the-spot U-turn modes are obtained, and the initial on-the-spot U-turn mode with the highest priority is determined as the target on-the-spot U-turn mode.

[0098] Considering the driver's driving ability, compared with "tail swinging", "head swinging" is easier for the driver to accept. Therefore, from the perspective of comfort, in a possible implementation, the above priority can be determined according to the comfort of the driver when using the selected on-the-spot U-turn method. The higher the comfort of using the selected on-the-spot U-turn method, the higher the corresponding priority. Specifically, the priority can be the first on-the-spot U-turn method> the second on-the-spot U-turn method> the third on-the-spot U-turn method, the fourth on-the-spot U-turn method> the fifth on-the-spot U-turn method> the sixth on-the-spot U-turn method.

[0099] For example, the multiple initial on-the-spot U-turn modes include a first on-the-spot U-turn mode and a second on-the-spot U-turn mode, and the priority is the first on-the-spot U-turn mode>the second on-the-spot U-turn mode, then the first on-the-spot U-turn mode is determined as the target on-the-spot U-turn mode.

[0100] In another possible implementation manner, one of the initial on-the-spot U-turn modes may be arbitrarily selected from a plurality of initial on-the-spot U-turn modes to be determined as the target on-the-spot U-turn mode.

[0101] By comparing the obstacle distance between the target wheel and the obstacle with the radius of the safe U-turn range, it is possible to simply, quickly and effectively determine whether there is an obstacle within the safe U-turn range.

[0102] Secondly, by selecting a target on-the-spot U-turn method according to the priority of the initial on-the-spot U-turn method, the initial on-the-spot U-turn method that makes the driver most comfortable can be selected, thereby improving the driver's user experience.

[0103] In some examples, the U-turn scenario information may include braking information of a target wheel corresponding to each of the plurality of available U-turn modes, and the braking information is used to characterize the degree of slippage of the corresponding target wheel when performing a U-turn. The method steps for determining a target U-turn mode from the plurality of available U-turn modes may also include the following:

[0104] The braking information of the target wheels corresponding to the selected on-the-spot U-turn modes is matched to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes.

[0105] The candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree is used as the target on-the-spot U-turn mode.

[0106] In this embodiment, a very important point for the successful implementation of the vehicle U-turn on the spot is whether the target wheel can be locked. Only when the target wheel does not slip can the vehicle rotate on the spot around the target wheel. Therefore, obtaining the selected U-turn on the spot mode corresponding to the target wheel with the smallest slippage from a plurality of available U-turn on the spot modes can ensure that the vehicle can successfully rotate on the spot around the target wheel and realize the U-turn on the spot.

[0107] In some examples, the slip degree of the target wheel may be represented by the maximum tolerant braking force of the corresponding target wheel, and the braking information may be the maximum tolerant braking force.

[0108] The greater the maximum braking force, the less likely the target wheel is to slip and the smaller the slippage of the target wheel. Therefore, the target wheel corresponding to the maximum value of the maximum braking force corresponding to each of the target wheels to be selected for the on-the-spot U-turn mode can be made the target wheel with the smallest slippage.

[0109] Therefore, in this embodiment, the method steps of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes may be as follows:

[0110] The selected on-the-spot U-turn mode corresponding to the maximum value of the maximum borne braking forces of the target wheels corresponding to the various selected on-the-spot U-turn modes is determined as the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree.

[0111] For example, the selected on-the-spot U-turn modes are the first on-the-spot U-turn mode, the second on-the-spot U-turn mode, and the third on-the-spot U-turn mode. The target wheels corresponding to the first on-the-spot U-turn mode, the second on-the-spot U-turn mode, and the third on-the-spot U-turn mode are the right rear wheel, the left front wheel, and the right front wheel, respectively. The maximum braking force corresponding to the right rear wheel is F 1 , the maximum braking force corresponding to the left front wheel is F 2 The maximum braking force corresponding to the right front wheel is F 3 , where F 1 >F 2 >F 3 , the first on-the-spot U-turn mode is determined as the candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree.

[0112] In a possible implementation, the braking information may also be parameter information related to the maximum tolerant braking force. The method steps of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes may be as follows:

[0113] Calculating the maximum tolerant braking force of the target wheel corresponding to each of the to-be-selected on-the-spot U-turn modes according to parameter information related to the maximum tolerant braking force corresponding to each of the to-be-selected on-the-spot U-turn modes;

[0114] The selected on-the-spot U-turn mode corresponding to the maximum value of the maximum borne braking forces of the target wheels corresponding to the various selected on-the-spot U-turn modes is determined as the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree.

[0115] In one possible implementation, the above-mentioned parameter information related to the maximum braking force may include the maximum adhesion coefficient and the vertical load, that is, the above-mentioned braking information may include the maximum adhesion coefficient and the vertical load, and the maximum braking force that can be borne according to the degree of slippage of the corresponding target wheel is calculated by calculating the maximum adhesion coefficient and the vertical load of the target wheel corresponding to each selected on-the-spot U-turn mode.

[0116] For example, the selected turn-around modes are the first turn-around mode, the second turn-around mode, and the third turn-around mode. The target wheels corresponding to the first turn-around mode, the second turn-around mode, and the third turn-around mode are the right rear wheel, the left front wheel, and the right front wheel, respectively. The maximum adhesion coefficient and vertical load corresponding to the right rear wheel are μ RR 、F Z，RR , the maximum adhesion coefficient and vertical load corresponding to the left front wheel are μ FL 、F Z，FL , the maximum adhesion coefficient and vertical load corresponding to the right front wheel are μ FR 、F Z，FR , according to μ RR 、F Z，RR Calculate the maximum braking force corresponding to the right rear wheel, according to μ FL 、F Z，FL Calculate the maximum braking force corresponding to the left front wheel, according to μ FR 、F Z，FR Calculate the maximum braking force that the right front wheel can withstand.

[0117] In a possible implementation, the maximum braking force can be calculated by multiplying the maximum adhesion coefficient by the vertical load.

[0118] Specifically, the target product of the maximum adhesion coefficient and the vertical load corresponding to each of the to-be-selected in-situ U-turn modes is calculated respectively to obtain the maximum bearing braking force corresponding to each of the to-be-selected in-situ U-turn modes. For example, the to-be-selected in-situ U-turn modes are the first in-situ U-turn mode, the second in-situ U-turn mode, and the third in-situ U-turn mode. The maximum adhesion coefficient and the vertical load of the first in-situ U-turn mode are 0.5 and 60 respectively, and the target product of the first in-situ U-turn mode is 0.5×60=30, the maximum adhesion coefficient and the vertical load of the second in-situ U-turn mode are 0.6 and 60 respectively, and the target product of the second in-situ U-turn mode is 0.6×60=36, and the maximum adhesion coefficient and the vertical load of the third in-situ U-turn mode are 0.8 and 60 respectively, and the target product of the third in-situ U-turn mode is 0.8×60=48.

[0119] According to the friction circle theory, the magnitude of the braking force borne by the tire depends on the adhesion coefficient and vertical load of the wheel. This embodiment calculates the maximum braking force borne by the wheel by using the maximum adhesion coefficient and vertical load of the target wheel, so as to effectively obtain a value representing the degree of slippage of the target wheel, thereby improving the effectiveness of determining the alternative on-the-spot U-turn method corresponding to the target wheel with the smallest degree of slippage.

[0120] The method steps of using the candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree as the target on-the-spot U-turn mode may be as follows:

[0121] In one possible case, if there is only one available on-the-spot U-turn method corresponding to the target wheel with the smallest slippage, the available on-the-spot U-turn method corresponding to the only target wheel with the smallest slippage is determined as the target on-the-spot U-turn method.

[0122] In another possible case, if there are multiple maximum values ​​in the target products corresponding to the selected on-the-spot U-turn modes, multiple initial on-the-spot U-turn modes will be determined, and the initial on-the-spot U-turn mode is the on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree.

[0123] In a possible implementation, one of the candidate U-turn modes to be selected initially may be arbitrarily selected as the target U-turn mode to be selected.

[0124] In another possible implementation, if there are multiple maximum values ​​in the target product corresponding to each of the to-be-selected U-turn modes, the priority of each initial to-be-selected U-turn mode is obtained, and the to-be-selected U-turn mode with the highest priority among the multiple initial to-be-selected U-turn modes is used as the target U-turn mode. For example, if the multiple initial to-be-selected U-turn modes include a first to-be-selected U-turn mode and a second to-be-selected U-turn mode, and the priority is the first to-be-selected U-turn mode> the second to-be-selected U-turn mode, then the first to-be-selected U-turn mode is determined as the target U-turn mode.

[0125] By prioritizing, the candidate U-turn method with the highest comfort level is selected as the target U-turn method from multiple initial candidate U-turn methods, so as to maximize the comfort level of the driver in performing the U-turn of the vehicle on the spot.

[0126] In some instances, before determining the selected on-the-spot U-turn method corresponding to the target wheel with the smallest degree of slip among multiple selectable on-the-spot U-turn methods, the following steps may also be performed: determining a safe U-turn range under each of the selectable on-the-spot U-turn methods; and determining, based on the safe U-turn range under each of the selectable on-the-spot U-turn methods and the obstacle information, at least one initial on-the-spot U-turn method in which there is no obstacle within the corresponding safe U-turn range among the multiple selectable on-the-spot U-turn methods.

[0127] In this embodiment, the steps of determining at least one initial on-the-spot U-turn mode from a plurality of on-the-spot U-turn modes to be selected are similar to the aforementioned method steps of determining the initial on-the-spot U-turn mode from a plurality of on-the-spot U-turn modes to be selected, and are not described in detail here.

[0128] If there is only one determined initial on-the-spot U-turn mode, the determined initial on-the-spot U-turn mode is determined as the target on-the-spot U-turn mode.

[0129] If it is determined that there are multiple initial on-the-spot U-turn modes, the step of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple on-the-spot U-turn modes is specifically as follows:

[0130] The braking information of the target wheel corresponding to the at least one initial on-the-spot U-turn mode is matched to determine a candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree in the at least one initial on-the-spot U-turn mode.

[0131] Specifically, the target products of the maximum adhesion coefficient and the vertical load corresponding to each of the at least one initial on-the-spot U-turn modes are calculated respectively; and the to-be-selected on-the-spot U-turn mode corresponding to the maximum value of the target products corresponding to the initial on-the-spot U-turn modes is determined as the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slippage degree.

[0132] The steps for determining the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slippage in at least one initial on-the-spot U-turn mode described here are similar to the method steps for determining the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slippage in the multiple on-the-spot U-turn modes described above, and are not repeated here one by one.

[0133] The above method is implemented by first determining an initial on-the-spot U-turn mode in which there are no obstacles within the corresponding safe U-turn range among multiple candidate on-the-spot U-turn modes according to the safe U-turn range and obstacle information under each candidate on-the-spot U-turn mode, then selecting an initial on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree from the multiple initial on-the-spot U-turn modes, and finally selecting the initial on-the-spot U-turn mode with the highest priority as the target on-the-spot U-turn mode. This can ensure that there are no obstacles within the corresponding safe U-turn range of the vehicle, that the target wheel is locked, and that the driver's comfort is improved.

[0134] In some examples, the torque control mode of each wheel of the vehicle is pre-set corresponding to different to-be-selected pivot turn modes.

[0135] In a possible implementation, for the first on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel forward rotation, the right front wheel forward rotation, the left rear wheel reverse rotation, and the right rear wheel locked. For the second on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel locked, the right front wheel forward rotation, the left rear wheel reverse rotation, and the right rear wheel reverse rotation. For the third on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel reverse rotation, the right front wheel locked, the left rear wheel reverse rotation, and the right rear wheel forward rotation.

[0136] In a possible implementation, for the fourth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel forward rotation, the right front wheel forward rotation, the left rear wheel locked, and the right rear wheel reverse rotation. For the fifth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel forward rotation, the right front wheel locked, the left rear wheel forward rotation, and the right rear wheel reverse rotation. For the sixth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel locked, the right front wheel reverse rotation, the left rear wheel forward rotation, and the right rear wheel reverse rotation.

[0137] The torque control mode of each wheel of the vehicle set for the target pivot U-turn mode is obtained, and the vehicle is controlled to perform a pivot U-turn based on the torque control mode of each wheel of the vehicle. For example, if the target pivot U-turn mode is the first pivot U-turn mode, the left front wheel rotates forward, the right front wheel rotates forward, the left rear wheel rotates backward, and the right rear wheel is locked to control the vehicle to perform a pivot U-turn.

[0138] The rotation speed of other wheels except the target wheel can also be controlled by PID, and the specific steps can be as follows:

[0139] Get the vehicle's accelerator pedal opening.

[0140] In a possible implementation, the opening degree of the accelerator pedal may be obtained by an engine control unit of the electronic device through two potentiometer signals of an accelerator pedal position sensor.

[0141] The target motor speed of the target motor corresponding to the other wheels except the target wheel corresponding to the target pivot turn manner is determined according to the accelerator pedal opening.

[0142] In a possible implementation, the target motor speed of the target motor is obtained by looking up a preset accelerator pedal opening table, and the accelerator pedal opening table includes a corresponding relationship between the accelerator pedal opening and the target motor speed.

[0143] According to the target motor speed corresponding to each wheel of the other wheels and the actual motor speed of the target motor, the target motor corresponding to each wheel is controlled to control the speed of each wheel so as to make the vehicle turn around on the spot.

[0144] In a possible implementation manner, a target motor speed and an actual motor speed of a target motor corresponding to each wheel except a target wheel corresponding to the target spot U-turn manner are obtained.

[0145] According to the target motor speed and actual motor speed of the target motor corresponding to each wheel, PID control is performed on the target motor corresponding to each wheel, and according to the speed of the target motor corresponding to each wheel after PID control, the vehicle is controlled to make a U-turn on the spot.

[0146] The target motor speed and actual motor speed of the target motor corresponding to each wheel are processed as follows:

[0147] According to the target motor speed corresponding to the wheel and the actual motor speed of the target motor, PID control is performed on the target motor corresponding to the wheel. According to the PID control, the target torque of the target motor corresponding to the rear wheel is controlled to control the wheel speed, so that the vehicle can turn around on the spot.

[0148] PID control is as follows:

[0149] e(k)=n target (k)-n act (k)

[0150]

[0151] Among them, e(k) represents the error at the kth moment, n target (k) represents the target motor speed at the kth moment, n act (k) represents the actual motor speed at the kth moment, T q Indicates the target torque of the target motor after PID control, K p Indicates the preset proportionality factor, K i Indicates the preset integral coefficient, K d Indicates the preset differential coefficient.

[0152] In this implementation, by controlling the rotation speed of the wheels through PID, the wheels can be effectively controlled to rotate at a suitable rotation speed, ensuring that the vehicle can smoothly turn around on the spot.

[0153] In order to better understand the above-mentioned vehicle U-turn method on the spot, an embodiment of the present invention provides a complete example of the vehicle U-turn method on the spot, and the complete example of the vehicle U-turn method on the spot is specifically described below.

[0154] The electronic device sets a plurality of selectable on-the-spot U-turn modes corresponding to the left-turn on-the-spot U-turn direction, including a first on-the-spot U-turn mode, a second on-the-spot U-turn mode, and a third on-the-spot U-turn mode. The first on-the-spot U-turn mode takes the right rear wheel of the vehicle as the target wheel, and the safe U-turn range corresponding to the first on-the-spot U-turn mode is a circle with the right rear wheel as the center and R as the center. LeDwn，TurnLe is the circle formed by the radius, R LeDwn，TurnLe =R 1 +ΔR, where R 1 is the distance between the right rear wheel and the left front wheel of the vehicle, ΔR is the preset safety distance, the second turn-on-place method uses the left front wheel of the vehicle as the target wheel, and the safe turning range corresponding to the second turn-on-place method is centered on the left front wheel and R RiUp，TurnLeis the circle formed by the radius, R RiUp，TurnLe =R 2 +ΔR, the third on-the-spot U-turn method is to use the right front wheel of the vehicle as the target wheel. The safe turning range corresponding to the third on-the-spot U-turn method is to use the right front wheel as the center and R RiDwn，TurnLe is the circle formed by the radius, R RiDwn，TurnLe =R 2 +ΔR,R 2 The distance between the right front wheel and the left rear wheel.

[0155] For the first on-the-spot U-turn mode, the torque control mode of each wheel is respectively the left front wheel rotates forward, the right front wheel rotates forward, the left rear wheel rotates reversely, and the right rear wheel is locked; for the second on-the-spot U-turn mode, the torque control mode of each wheel is respectively the left front wheel locks, the right front wheel rotates forward, the left rear wheel rotates reversely, and the right rear wheel rotates reversely; for the third on-the-spot U-turn mode, the torque control mode of each wheel is respectively the left front wheel rotates reversely, the right front wheel is locked, the left rear wheel rotates reversely, and the right rear wheel rotates forward.

[0156] The priority among the first, second and third integral U-turn modes is as follows: the first integral U-turn mode>the second integral U-turn mode>the third integral U-turn mode.

[0157] like Figure 2 As shown, Figure 2 A schematic diagram of a first on-the-spot U-turn method provided in an embodiment of the present invention is shown in FIG3(a). FIG3(a) is a schematic diagram of a second on-the-spot U-turn method provided in an embodiment of the present invention. In FIG3(a), numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle before making a on-the-spot U-turn, and numbers 5, 6, and 7 respectively represent the right front wheel, left rear wheel, and right rear wheel of the vehicle when making a on-the-spot U-turn.

[0158] As shown in Figure 3(b), Figure 3(b) is a schematic diagram of a third on-the-spot U-turn method provided by an embodiment of the present invention. In Figure 3(b), numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle before making a on-the-spot U-turn, and numbers 5, 6, and 7 respectively represent the left front wheel, left rear wheel, and right rear wheel of the vehicle when making a on-the-spot U-turn.

[0159] The multiple on-the-spot U-turn modes to be selected corresponding to the on-the-spot U-turn direction of turning right include the fourth on-the-spot U-turn mode, the fifth on-the-spot U-turn mode and the sixth on-the-spot U-turn mode. Among them, the fourth on-the-spot U-turn mode takes the left rear wheel of the vehicle as the target wheel, and the safe U-turn range corresponding to the fourth on-the-spot U-turn mode is centered on the left rear wheel and around R RiDwn，TurnRi is the circle formed by the radius, RRiDwn，TurnRi =R 2 +ΔR, the fifth on-the-spot U-turn method uses the right front wheel of the vehicle as the target wheel, and the safe turning range corresponding to the fifth on-the-spot U-turn method is centered on the right front wheel and R RiUp，TurnRi is the circle formed by the radius, R RiUp，TurnRi =R 2 +ΔR, the sixth on-the-spot U-turn method uses the left front wheel of the vehicle as the target wheel, and the safe turning range corresponding to the sixth on-the-spot U-turn method is centered on the left front wheel and R LeDwn，TurnRi is the circle formed by the radius, R LeDwn，TurnRi =R 1 +ΔR.

[0160] For the fourth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel forward rotation, the right front wheel forward rotation, the left rear wheel locked, and the right rear wheel reverse rotation. For the fifth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel forward rotation, the right front wheel locked, the left rear wheel forward rotation, and the right rear wheel reverse rotation. For the sixth on-the-spot U-turn mode, the torque control modes of each wheel are respectively the left front wheel locked, the right front wheel reverse rotation, the left rear wheel forward rotation, and the right rear wheel reverse rotation.

[0161] The priorities among the fourth, fifth and sixth in-place U-turn modes are as follows: the fourth in-place U-turn mode > the fifth in-place U-turn mode > the sixth in-place U-turn mode.

[0162] As shown in Figure 4(a), Figure 4(a) is a schematic diagram of a fourth on-the-spot U-turn method provided by an embodiment of the present invention, in which numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle before making a U-turn on the spot, and numbers 5, 6, and 7 respectively represent the left front wheel, right front wheel, and right rear wheel of the vehicle when making a U-turn on the spot.

[0163] As shown in FIG. 4( b ), FIG. 4( b ) is a schematic diagram of a fifth on-site U-turn method provided by an embodiment of the present invention. Figure 5 In (b), the numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel when the vehicle has not yet made a U-turn on the spot, and the numbers 5, 6, and 7 respectively represent the left front wheel, left rear wheel, and right rear wheel when the vehicle makes a U-turn on the spot.

[0164] Figure 4(c) is a schematic diagram of a sixth on-the-spot U-turn method provided in an embodiment of the present invention. In Figure 4(c), numbers 1, 2, 3, and 4 respectively represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle before making a on-the-spot U-turn, and numbers 5, 6, and 7 respectively represent the right front wheel, left rear wheel, and right rear wheel of the vehicle when making a on-the-spot U-turn.

[0165] In response to the received on-the-spot U-turn operation for the vehicle, the electronic device determines that the on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation is a left turn, and the obtained multiple on-the-spot U-turn modes to be selected include a first on-the-spot U-turn mode, a second on-the-spot U-turn mode and a third on-the-spot U-turn mode.

[0166] Obstacle information in a U-turn scenario of the vehicle is obtained, wherein the obstacle information indicates obstacles A, B, and C existing in the U-turn scenario, and a first obstacle distance between the right rear wheel and obstacle A, a second obstacle distance between the right rear wheel and obstacle B, and a third obstacle distance between the right rear wheel and obstacle C are calculated respectively; a fourth obstacle distance between the left front wheel and obstacle A, a fifth obstacle distance between the left front wheel and obstacle B, and a sixth obstacle distance between the left front wheel and obstacle C are calculated respectively; a seventh obstacle distance between the right front wheel and obstacle A, an eighth obstacle distance between the right front wheel and obstacle B, and a ninth obstacle distance between the right front wheel and obstacle C are calculated respectively.

[0167] Among them, the first obstacle distance, the second obstacle distance and the third obstacle distance are all greater than R LeDwn，TurnLe , the fourth obstacle distance, the fifth obstacle distance, and the sixth obstacle distance are all greater than R RiUp，TurnLe , the seventh obstacle distance, the eighth obstacle distance, and the ninth obstacle distance are all greater than R RiDwn，TurnLe , the first on-the-spot U-turn mode, the second on-the-spot U-turn mode and the third on-the-spot U-turn mode are respectively determined as the initial on-the-spot U-turn modes.

[0168] Get the maximum adhesion coefficient and vertical load corresponding to the right rear wheel as μ RR 、F Z，RR , the maximum adhesion coefficient and vertical load corresponding to the left front wheel are μ FL 、F Z，FL , the maximum adhesion coefficient and vertical load corresponding to the right front wheel are μ FR 、F Z，FR , calculate μ respectively RR ·F Z，RR , μ FL ·F Z，FL , μ FR ·F Z，FR, where μ RR ·F Z，RR =μ FL ·F Z，FL >μ FR ·F Z，FR , and the priority is the first on-the-spot U-turn method>the second on-the-spot U-turn method>the third on-the-spot U-turn method, then the first on-the-spot U-turn method is determined as the target on-the-spot U-turn method.

[0169] Obtain the torque control mode of each wheel of the vehicle set for the first on-the-spot U-turn mode, and control the vehicle to make an on-the-spot U-turn according to the torque control mode of each wheel, namely, the left front wheel rotates forward, the right front wheel rotates forward, the left rear wheel rotates reversely, and the right rear wheel is locked.

[0170] Figure 5 The schematic diagram of the structure of the vehicle turning device in situ provided by the embodiment of the present application is shown. Figure 5 As shown, the vehicle U-turn device 500 comprises:

[0171] The direction determination module 501 is configured to determine, in response to a received pivot operation for the vehicle, a pivot direction corresponding to the pivot operation.

[0172] The initial determination module 502 is used to determine a plurality of candidate on-the-spot U-turn modes of the vehicle according to the on-the-spot U-turn direction, wherein different candidate on-the-spot U-turn modes correspond to different target wheels, and the target wheels are wheels around which the vehicle is to make an on-the-spot U-turn.

[0173] The final determination module 503 is used to determine a target on-the-spot U-turn mode from the multiple candidate on-the-spot U-turn modes according to U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle.

[0174] The U-turn control module 504 is used to control the vehicle to make an on-the-spot U-turn according to the target on-the-spot U-turn mode.

[0175] The U-turn scenario information includes obstacle information, and the obstacle information is used to indicate at least one obstacle in the U-turn scenario.

[0176] The final determination module 503 can be specifically used to: determine the safe U-turn range under each of the to-be-selected on-the-spot U-turn modes; and determine, according to the safe U-turn range under each of the to-be-selected on-the-spot U-turn modes and the obstacle information, a to-be-selected on-the-spot U-turn mode in which there is no obstacle within the corresponding safe U-turn range among the multiple to-be-selected on-the-spot U-turn modes as the target on-the-spot U-turn mode.

[0177] The U-turn scenario information includes braking information of a target wheel corresponding to each of the multiple selectable on-the-spot U-turn modes, and the braking information is used to represent a slip degree of the corresponding target wheel when performing an on-the-spot U-turn.

[0178] The final determination module 503 can be specifically used to: match the braking information of the target wheels corresponding to each of the to-be-selected on-the-spot U-turn modes to determine the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slippage among the multiple to-be-selected on-the-spot U-turn modes; and use the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slippage as the target on-the-spot U-turn mode.

[0179] The final determination module 503 can be specifically used to: determine the safe U-turn range under each of the to-be-selected on-the-spot U-turn modes; determine at least one initial on-the-spot U-turn mode in which there is no obstacle within the corresponding safe U-turn range among the multiple to-be-selected on-the-spot U-turn modes according to the safe U-turn range under each of the to-be-selected on-the-spot U-turn modes and the obstacle information, and match the braking information of the target wheel corresponding to the at least one initial on-the-spot U-turn mode to determine the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the at least one initial on-the-spot U-turn mode.

[0180] The final determination module 503 can be specifically used for: matching the braking information of the target wheels corresponding to each of the to-be-selected on-the-spot U-turn modes to determine the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest degree of slip among the multiple to-be-selected on-the-spot U-turn modes, including: respectively calculating the target product of the maximum adhesion coefficient and the vertical load corresponding to each of the to-be-selected on-the-spot U-turn modes; determining the to-be-selected on-the-spot U-turn mode corresponding to the maximum value among the target products corresponding to the to-be-selected on-the-spot U-turn modes as the to-be-selected on-the-spot U-turn mode corresponding to the target wheel with the smallest degree of slip.

[0181] The final determination module 503 can be specifically used for: if there are multiple maximum values ​​in the target product corresponding to the selected on-the-spot U-turn methods, then obtain the priority of the selected on-the-spot U-turn methods corresponding to the target wheels with the smallest slippage; and use the highest priority on-the-spot U-turn method among the multiple on-the-spot U-turn methods corresponding to the target wheels with the smallest slippage as the target on-the-spot U-turn method.

[0182] The U-turn control module 504 can be specifically used to: obtain the accelerator pedal opening of the vehicle; determine the target motor speed of the target motor corresponding to other wheels except the target wheel corresponding to the target on-the-spot U-turn method according to the accelerator pedal opening; control the target motor corresponding to each wheel according to the target motor speed corresponding to each wheel of the other wheels and the actual motor speed of the target motor, so as to control the speed of each wheel and make the vehicle perform an on-the-spot U-turn.

[0183] The vehicle turning device 500 of the mobile device provided in the embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0184] Figure 6 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0185] The electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0186] Specifically, the processor 601 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0187] The memory 602 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 602 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 602 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 602 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 602 is a non-volatile solid-state memory.

[0188] In some embodiments, the memory 602 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0189] The processor 601 reads and executes the computer program instructions stored in the memory 602 to implement any one of the vehicle U-turn methods in the above embodiments.

[0190] In one example, the electronic device may further include a communication interface 603 and a bus 610. Figure 6 As shown, the processor 601, the memory 602, and the communication interface 603 are connected via a bus 610 and communicate with each other.

[0191] The communication interface 603 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0192] Bus 610 includes hardware, software or both, and the parts of online data flow billing equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front-end bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 610 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the present application considers any suitable bus or interconnection.

[0193] The electronic device can execute the vehicle turn-around method in the embodiment of the present application, thereby realizing the combination Figures 1 to 6 A method and device for turning a vehicle on the spot are described.

[0194] In addition, in combination with the vehicle turn-around method in the above embodiment, the present application embodiment also provides a computer storage medium for implementation. The computer storage medium stores computer program instructions; when the computer program instructions are executed by a processor, the vehicle turn-around method in the above embodiment is implemented.

[0195] In combination with the vehicle U-turn method in the above embodiment, an embodiment of the present application also provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device implements the vehicle U-turn method in the above embodiment.

[0196] In combination with the electronic device in the above embodiment, an embodiment of the present application further provides a vehicle, which includes the electronic device in the above embodiment.

[0197] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0198] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0199] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0200] Aspects of the present disclosure are described above with reference to the flowchart and / or block diagram of the method, device (system) and computer program product according to the embodiment of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0201] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A method for turning a vehicle in place, characterized in that: The method comprises: In response to a received pivot-turn operation for the vehicle, determining a pivot-turn direction corresponding to the pivot-turn operation; Determining a plurality of selectable on-the-spot U-turn modes of the vehicle according to the on-the-spot U-turn direction, wherein different on-the-spot U-turn modes correspond to different target wheels, and the target wheels are wheels around which the vehicle is to turn on the spot; Determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle; According to the target on-the-spot U-turn mode, the vehicle is controlled to make an on-the-spot U-turn.

2. The method according to claim 1, characterized in that The U-turn scenario information includes obstacle information, and the obstacle information is used to indicate at least one obstacle in the U-turn scenario; The determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located comprises: Determining a safe U-turn range under each of the selected on-the-spot U-turn modes; According to the safe U-turn ranges under the selected U-turn modes and the obstacle information, a selected U-turn mode among the multiple selected U-turn modes, in which no obstacle exists within the corresponding safe U-turn range, is determined as a target U-turn mode.

3. The method according to claim 1, characterized in that The U-turn scenario information includes braking information of a target wheel corresponding to each of the plurality of available U-turn modes, wherein the braking information is used to characterize the degree of slippage of the corresponding target wheel when performing a U-turn on the spot; The determining a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to the U-turn scene information associated with the U-turn scene in which the vehicle is located comprises: Matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes; The candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree is used as the target on-the-spot U-turn mode.

4. The method according to claim 3, characterized in that: The U-turn scenario information further includes obstacle information, where the obstacle information is used to indicate at least one obstacle in the U-turn scenario; Before matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes, the method further includes: Determining a safe U-turn range under each of the selected on-the-spot U-turn modes; Determine, according to the safe U-turn ranges under the selected U-turn modes and the obstacle information, at least one initial U-turn mode in which no obstacle exists within the corresponding safe U-turn range among the multiple U-turn modes to be selected; The step of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes comprises: The braking information of the target wheel corresponding to the at least one initial on-the-spot U-turn mode is matched to determine a candidate on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree in the at least one initial on-the-spot U-turn mode.

5. The method according to claim 3, characterized in that: The braking information includes a maximum adhesion coefficient and a vertical load; The step of matching the braking information of the target wheels corresponding to the selected on-the-spot U-turn modes to determine the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree among the multiple selected on-the-spot U-turn modes comprises: Calculating the target product of the maximum adhesion coefficient and the vertical load corresponding to each of the to-be-selected in-situ U-turn modes respectively; The selected in-situ U-turn mode corresponding to the maximum value of the target products corresponding to the selected in-situ U-turn modes is determined as the selected in-situ U-turn mode corresponding to the target wheel with the smallest slip degree.

6. The method according to claim 5, characterized in that The method of using the selected on-the-spot U-turn mode corresponding to the target wheel with the smallest slip degree as the target on-the-spot U-turn mode also includes: If there are multiple maximum values ​​in the target products corresponding to the to-be-selected on-the-spot U-turn modes, obtaining the priority of the to-be-selected on-the-spot U-turn modes corresponding to the target wheels with the smallest slip degree; The selected on-the-spot U-turn mode with the highest priority among the multiple selected on-the-spot U-turn modes corresponding to the target wheels with the smallest slip degrees is used as the target on-the-spot U-turn mode.

7. The method according to claim 1, characterized in that The controlling the vehicle to make a U-turn on the spot comprises: Obtaining an accelerator pedal opening of the vehicle; determining, according to the accelerator pedal opening, a target motor speed of a target motor corresponding to other wheels except a target wheel corresponding to the target spot U-turn mode; According to the target motor speed corresponding to each wheel of the other wheels and the actual motor speed of the target motor, the target motor corresponding to each wheel is controlled to control the speed of each wheel so as to make the vehicle turn around on the spot.

8. A vehicle U-turn device, characterized in that: The device comprises: a direction determination module, configured to determine, in response to a received on-the-spot U-turn operation for the vehicle, an on-the-spot U-turn direction corresponding to the on-the-spot U-turn operation; an initial determination module, configured to determine a plurality of selectable on-the-spot U-turn modes of the vehicle according to the on-the-spot U-turn direction, wherein different on-the-spot U-turn modes use different wheels as target wheels for the on-the-spot U-turn; a final determination module, configured to determine a target on-the-spot U-turn mode from among the multiple on-the-spot U-turn modes to be selected according to U-turn scene information associated with the U-turn scene in which the vehicle is located, wherein the U-turn scene information is information that has an impact on the on-the-spot U-turn of the vehicle; The U-turn control module is used to control the vehicle to make an on-the-spot U-turn according to the target on-the-spot U-turn mode.

9. An electronic device, characterized in that: The electronic device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the vehicle turning method on the spot as described in any one of claims 1-7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the method for turning a vehicle in place as described in any one of claims 1 to 7 is implemented.

11. A computer program product, characterized in that The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the method for turning a vehicle in place as described in any one of claims 1 to 7 is implemented.

12. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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