Vehicle U-turn control method and device and electronic equipment

Abstract

The invention provides a vehicle U-turn control method and device and electronic equipment. The method comprises the steps that the U-turn direction is determined when a vehicle in-situ U-turn function is activated; a brake locking wheel is determined according to the turning direction, the suspension height and the tire pressure corresponding to wheels of the vehicle are subjected to first adjustment, so that the gravity center of the vehicle deviates towards the brake locking wheel, and the current first posture is switched to the target posture; the vehicle is controlled to run in the turning direction and turn around in situ with the brake locking wheel as the circle center; and after in-situ turning is completed, the suspension height and the tire pressure corresponding to the wheels are subjected to second adjustment, so that the vehicle is restored to the first posture. The vehicle is adjusted to the target posture by adjusting the suspension height and the tire pressure of the vehicle before in-situ turning, so that the center position of the in-situ turning of the vehicle is more effectively fixed, slippage is avoided, the turning radius of in-situ turning is reduced, and tire abrasion in the turning process is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a vehicle U-turn control method, device and electronic device. Background Art

[0002] In some scenarios where the remaining steering space is limited, especially on narrow roads where usually only one vehicle can pass through, it is difficult to operate a U-turn manually. Automatically making a U-turn on the spot can, on the one hand, reduce the number of times of moving back and forth during the U-turn process of the vehicle, and on the other hand, can significantly shorten the turning radius.

[0003] Currently, when reducing the turning radius during the automatic U-turn of a vehicle, mainly a distributed power system is used to control the four wheels to rotate forward and backward independently to achieve a tank-style U-turn mode. However, this method requires four motors as the power source support, with a high cost, and is often only available in high-end models, lacking universality. Summary of the Invention

[0004] Embodiments of the present application provide a vehicle U-turn control method, device and electronic device to solve the problem of how to reduce the turning radius when the vehicle makes a U-turn on the spot.

[0005] In a first aspect, embodiments of the present application provide a vehicle U-turn control method, the method comprising:

[0006] When activating the vehicle U-turn on the spot function, determining the U-turn direction;

[0007] According to the U-turn direction, determining the braking locked wheel, and performing a first adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the center of gravity of the vehicle shifts towards the braking locked wheel, and switches from the current first posture to the target posture;

[0008] Controlling the vehicle to travel in the U-turn direction and making a U-turn on the spot with the braking locked wheel as the center;

[0009] After the vehicle completes the U-turn on the spot, performing a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the vehicle returns to the first posture.

[0010] In a second aspect, embodiments of the present application further provide a vehicle U-turn control device, the device comprising:

[0011] A first determination module, configured to determine the U-turn direction when activating the vehicle U-turn on the spot function;

[0012] The first adjustment module is used to determine the braking locked wheel according to the U-turn direction, and perform a first adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the center of gravity of the vehicle shifts towards the braking locked wheel, and switches from the current first posture to the target posture;

[0013] The control module is used to control the vehicle to drive in the U-turn direction and perform a U-turn in place with the braking locked wheel as the center;

[0014] The second adjustment module is used to perform a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle after the vehicle completes a U-turn in place, so that the vehicle returns to the first posture.

[0015] In a third aspect, an embodiment of the present application further provides an electronic device, which includes a processor, a memory, and a computer program stored on the memory and executable on the processor. When the computer program is executed by the processor, the above-mentioned vehicle U-turn control method is implemented.

[0016] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned vehicle U-turn control method is implemented.

[0017] The embodiments of the present application at least include the following technical effects:

[0018] The technical solution of the embodiments of the present application adjusts the suspension height and tire pressure of the vehicle before a U-turn in place, adjusts the vehicle to the target posture, changes the position of the center of gravity of the vehicle, adjusts the contact area and friction force between the tire and the ground, so as to more effectively fix the center position of the vehicle's U-turn in place and avoid slipping. The present application not only reduces the turning radius of the vehicle's U-turn in place, but also reduces the wear of the tires during the U-turn process. In addition, after the vehicle completes a U-turn, it is restored to the initial posture, ensuring the stability and comfort of the vehicle's subsequent driving. Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art.

[0020] Figure 1 is one of the flow diagrams of the vehicle U-turn control method provided by the embodiments of the present application;

[0021] Figure 2 is the structural diagram of the vehicle U-turn control system provided by the embodiments of the present application;

[0022] Figure 3It is a schematic diagram showing the comparison before and after suspension adjustment in the embodiments of the present application;

[0023] Figure 4 It is a schematic diagram showing the comparison before and after tire pressure adjustment in the embodiments of the present application;

[0024] Figure 5 It is the second schematic flowchart of the vehicle U-turn control method provided by the embodiments of the present application;

[0025] Figure 6 It is a schematic structural diagram of the vehicle U-turn control device provided by the embodiments of the present application;

[0026] Figure 7 It is a block diagram of the electronic device provided by the embodiments of the present application. Detailed implementation manners

[0027] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present application.

[0028] It should be understood that the "one embodiment" or "an embodiment" mentioned throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of the present application. Therefore, the appearances of "in one embodiment" or "in an embodiment" throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0029] In various embodiments of the present application, it should be understood that the sequence numbers of the following processes do not mean the order of execution, and the order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0030] The inventor found that the turning radius during the automatic in-situ U-turn of a car can be reduced in the following two ways. One is to use a distributed power system to control the four wheels to rotate forward and backward independently, realizing the tank-type U-turn mode. In this mode, the turning radius of the U-turn is the smallest, almost equal to the length of the diagonal of the car. However, this method requires four motors as the power source support, with a high cost, and is often only available in high-end models, lacking universality. The other is to use a scheme combining conventional driving and braking. The control system gives the front axle of the car a driving force, and at the same time brakes and locks one side of the rear axle wheels of the car. Using this wheel as the turning center to achieve an in-situ U-turn. This method does not require adding an additional power system and only relies on driving and braking control, with a low cost. However, due to the limitation of the adhesion between the wheels and the ground, it is often difficult to anchor the turning center, and the car will slide on the inner side of the turn, resulting in the turning radius not being able to be controlled to the minimum and accelerating the wear of the braking and locking wheels.

[0031] Based on this, to solve the problems of how to reduce the turning radius and wheel wear during vehicle in-situ U-turn, the present application provides a vehicle U-turn control method, device and electronic device. By adjusting the suspension height and tire pressure of the vehicle before in-situ U-turn, the vehicle is adjusted to the target posture, changing the center of gravity position of the vehicle, adjusting the contact area and friction force between the tire and the ground, so as to more effectively fix the center position of the vehicle's in-situ U-turn and avoid slippage. The present application not only reduces the turning radius of the vehicle's in-situ U-turn, but also reduces the wear of the tires during the U-turn. In addition, after the vehicle U-turn is completed, it is restored to the initial posture, ensuring the stability and comfort of the vehicle's subsequent driving.

[0032] As Figure 1 shown, an embodiment of the present application provides a vehicle U-turn control method, which includes:

[0033] Step 101, when activating the vehicle in-situ U-turn function, determine the U-turn direction.

[0034] The vehicle in-situ U-turn control method provided by the present application is applied to the in-situ U-turn control system, as Figure 2As shown, the in-situ turning control system is connected to the steering assist control system, the electronic control suspension system, and the tire inflation and deflation system. Among them, the electronic control suspension system can adjust the height of the left front electronic control suspension, the right front electronic control suspension, the left rear electronic control suspension, and the right rear electronic control suspension; the tire inflation and deflation system can adjust the tire pressure of the left front tire, the right front tire, the left rear tire, and the right rear tire. The in-situ turning control system obtains the steering wheel angle signal through the steering assist control system, and determines the wheel function flag bits corresponding to each wheel according to the steering wheel angle signal, that is, determines the braking locked wheel, the driven wheel, the first driving wheel, and the second driving wheel, and sends them to the electronic control suspension system and the tire inflation and deflation system. The electronic control suspension system and the tire inflation and deflation system perform the first adjustment on the suspension height and tire pressure corresponding to the vehicle's wheels, so that the center of gravity of the vehicle shifts, and the vehicle is switched from the current first posture to the target posture.

[0035] On the operation interface of the vehicle, there is a start switch for the in-situ turning function. This switch can be either a soft switch or a hard switch. The driver can trigger the in-situ turning function activation request by pressing this start switch and turn the steering wheel significantly at the same time. When the in-situ turning control system receives the in-situ turning function activation request and detects that the absolute value of the steering wheel angle is greater than the preset angle threshold, it activates the in-situ turning function of the vehicle. Optionally, when the vehicle is in the autonomous driving mode, when the autonomous driving system determines that the vehicle needs to perform an in-situ turn according to the map and environmental perception, the autonomous driving system can directly send an activation signal to the in-situ turning control system to activate the in-situ turning function of the vehicle.

[0036] In the application embodiment, when the in-situ turning function of the vehicle is activated, the turning direction of the vehicle is determined based on the steering wheel angle signal. Specifically, when the steering wheel angle signal indicates that the steering wheel rotates in a certain direction beyond the preset angle threshold, it is determined that the vehicle performs an in-situ turn in that direction. For example, if the steering wheel rotates clockwise beyond the set preset angle threshold, it is determined that the vehicle turns right in-situ; conversely, if the steering wheel rotates counterclockwise beyond the set preset angle threshold, it is determined that the vehicle turns left in-situ.

[0037] Step 102: According to the turning direction, determine the braking locked wheel, and perform the first adjustment on the suspension height and tire pressure corresponding to the vehicle's wheels, so that the center of gravity of the vehicle shifts towards the braking locked wheel, and the vehicle is switched from the current first posture to the target posture.

[0038] After determining the U-turn direction, based on the U-turn direction, the braking locked wheel can be determined, that is, the center position for making a U-turn in place. In order to shift the center of gravity of the vehicle towards the end of the braking locked wheel, the suspension height of the vehicle's wheels can be adjusted to increase the vertical load on the braking locked wheel. Since the adhesion force is proportional to the vertical load and the ground adhesion coefficient, when the ground adhesion coefficient is constant, increasing the vertical load on the braking locked wheel can improve the adhesion force of the braking locked wheel, increase the grip, and is beneficial for the vehicle to turn left.

[0039] Meanwhile, after determining the braking locked wheel based on the U-turn direction, the embodiments of the present application can also adjust the tire pressure of the vehicle's wheels. Specifically, the tire pressure of the braking locked wheel is reduced to further increase the adhesion force between the braking locked wheel and the ground, so as to better fix the center position for the vehicle to make a U-turn in place, avoid slipping, and thus reduce the turning radius of the U-turn in place.

[0040] By performing the first adjustment on the suspension height and tire pressure corresponding to the vehicle's wheels, the center of gravity of the vehicle can be shifted towards the braking locked wheel, and the vehicle can be switched from the current first posture to the target posture. Among them, in the target posture, the center of gravity of the vehicle is shifted towards the end of the braking locked wheel, and the tire pressure at the end of the braking locked wheel is less than that of the other wheels.

[0041] Step 103: Control the vehicle to drive towards the U-turn direction and make a U-turn in place with the braking locked wheel as the center.

[0042] After switching the vehicle posture to the target posture, the vehicle's power system, steering system, and braking system cooperate to control the vehicle to drive towards the U-turn direction and make a U-turn in place with the braking locked wheel as the center. Specifically, the power system provides appropriate torque and rotational speed, the steering system precisely adjusts the steering angle of the wheels, and the braking system brakes the braking locked wheel, jointly assisting the vehicle to complete the U-turn action with the minimum turning radius smoothly.

[0043] Step 104: After the vehicle completes the U-turn in place, perform a second adjustment on the suspension height and tire pressure corresponding to the vehicle's wheels to restore the vehicle to the first posture.

[0044] After the vehicle completes the U-turn in place operation, perform a secondary adjustment on the suspension height and tire pressure corresponding to the vehicle's wheels. Specifically, through the suspension system and the tire inflation and deflation system, the suspension height and tire pressure of the vehicle are restored to the initial state, that is, the first posture, to ensure the stability and comfort of the vehicle during subsequent driving.

[0045] In the embodiment of the present application, before making a U-turn in place, the suspension height and tire pressure of the vehicle are adjusted to adjust the vehicle to the target posture, change the center-of-gravity position of the vehicle, and adjust the contact area and friction force between the tires and the ground, so as to more effectively fix the center position of the vehicle's U-turn in place and avoid slipping. The present application not only reduces the turning radius of the vehicle's U-turn in place, but also reduces the wear of the tires during the U-turn process. In addition, after the vehicle completes the U-turn, it is restored to the initial posture, ensuring the stability and comfort of the vehicle's subsequent driving.

[0046] Furthermore, the present application does not require additional hardware installation and can be achieved only through software control, effectively reducing the development cost.

[0047] In an alternative embodiment of the present application, after determining the braking locked wheel according to the turning direction, the method further includes:

[0048] Determining the wheel on the different side of the braking locked wheel among the two front wheels of the vehicle as the first driving wheel, and the wheel on the same side as the second driving wheel;

[0049] Determining the wheels other than the braking locked wheel among the two rear wheels of the vehicle as the driven wheels.

[0050] Specifically, before switching the vehicle posture to the target posture according to the turning direction, it is first necessary to clarify the functional attributes of each wheel during the U-turn operation in place, that is, it is necessary to set the four wheels of the vehicle as the first driving wheel, the second driving wheel, the driven wheel, and the braking locked wheel respectively. Among them, the first driving wheel is responsible for providing the main driving force. By adjusting its rotation speed and steering angle, it guides the vehicle to make a U-turn according to the predetermined trajectory. The second driving wheel serves as an auxiliary and makes corresponding adjustments according to the actions of the first driving wheel to ensure the coordination and stability of the overall movement of the vehicle. The braking locked wheel plays a fixing role during the U-turn process. By locking its braking system, it prevents the wheels from generating unnecessary sliding or deviation during turning, thereby improving the accuracy and safety of the U-turn. The driven wheels move following the movement of other wheels to keep the vehicle running smoothly. Through such functional settings, the vehicle can achieve more flexible, stable and efficient operation during a U-turn in place.

[0051] According to the U-turn direction, the braking locked wheel is first determined. Among them, when the U-turn direction is a right U-turn, that is, the clockwise direction, the braking locked wheel is the left rear wheel of the vehicle; when the U-turn direction is a left U-turn, that is, the counterclockwise direction, the braking locked wheel is the right rear wheel of the vehicle. Then, the wheel among the two front wheels of the vehicle that is on the different side from the braking locked wheel is determined as the first driving wheel, and the wheel on the same side is determined as the second driving wheel. Among them, when the braking locked wheel is the left rear wheel of the vehicle, the first driving wheel is the right front wheel of the vehicle, and the second driving wheel is the left front wheel of the vehicle; when the braking locked wheel is the right rear wheel of the vehicle, the first driving wheel is the left front wheel of the vehicle, and the second driving wheel is the front right wheel of the vehicle. The wheel among the two rear wheels of the vehicle except the braking locked wheel is determined as the driven wheel.

[0052] After the wheel functions are set, the power system, braking system, and steering system of the vehicle cooperate closely. The power system provides appropriate torque and speed for the first driving wheel according to the vehicle driving state and the driver's intention; the braking system precisely controls the braking force of the braking locked wheel to ensure that sufficient steering resistance can be generated without causing the vehicle to lose control; the steering system adjusts the steering angles of the second driving wheel and the driven wheel according to the U-turn direction and vehicle motion parameters, so that the vehicle completes the U-turn action according to the predetermined trajectory.

[0053] In the above implementation scheme of the present application, by setting the wheel functions, the vehicle can achieve a small-radius U-turn, improving the vehicle's U-turn ability in a narrow space and enhancing the vehicle's mobility and passability.

[0054] Next, how to switch the vehicle to the target posture will be introduced. In an optional embodiment of the present application, a first adjustment is made to the suspension height corresponding to the wheels of the vehicle according to the U-turn direction, including:

[0055] Obtain the suspension height information of the vehicle, where the suspension height information includes the suspension height corresponding to each wheel of the vehicle;

[0056] According to the suspension height information, determine the target suspension height corresponding to each wheel included in the vehicle, and control the suspension corresponding to each wheel to be adjusted to the corresponding target suspension height; among them, the first driving wheel corresponds to the first target suspension height, the second driving wheel corresponds to the second target suspension height, the driven wheel corresponds to the third target suspension height, the braking locked wheel corresponds to the fourth target suspension height, the first target suspension height is greater than the second target suspension height; the second target suspension height is greater than the third target suspension height; the third target suspension height is greater than the fourth target suspension height.

[0057] This application needs to obtain suspension height information. Among them, the suspension height information can be continuously monitored by suspension height sensors distributed at the joints of each wheel suspension. The suspension height information includes the suspension height corresponding to each wheel respectively.

[0058] After obtaining the suspension height information and the function settings of each wheel determined based on the U-turn direction, the target suspension height corresponding to each wheel can be determined. Specifically, as Figure 3 shown, the first driving wheel bears the main driving force and requires a higher suspension height to enhance the grip and passability, corresponding to the first target suspension height; the second driving wheel is next, corresponding to the second target suspension height; the driven wheels mainly play a supporting role, corresponding to the third target suspension height; the braking and locking wheels need to reduce the suspension height to shift the center of gravity, corresponding to the fourth target suspension height, and satisfy the following relationship: the first target suspension height H1 > the second target suspension height H2 > the third target suspension height H3 > the fourth target suspension height H4. After determining the target suspension height corresponding to each wheel, control the suspension adjustment system to adjust each wheel suspension.

[0059] In the above implementation of this application, by setting the wheel functions differently and cooperating with the precise adjustment of the suspension height, the vehicle's center of gravity distribution is changed, the vehicle's in-situ U-turn performance is improved, and the suspension height of the braking and locking wheels is reduced, which can shift the vehicle's center of gravity to this side. In addition, by increasing the suspension height of the first driving wheel, its grip and driving force can be enhanced; the suspension height settings of the second driving wheel and the driven wheels assist in maintaining the overall balance of the vehicle, and ultimately achieve more flexible and stable steering when the vehicle makes a U-turn in place. Reduce the risk of rollover and skidding of the vehicle during a U-turn. The adjustment of the suspension height of the braking and locking wheels enables it to better provide steering resistance and ensure the stability and safety of the vehicle during a U-turn.

[0060] In an alternative embodiment of this application, according to the U-turn direction, a first adjustment is made to the tire pressure of the wheels of the vehicle, including:

[0061] Obtain the tire pressure information of the vehicle; the tire pressure information includes the tire pressure corresponding to each wheel of the vehicle and the inflation and deflation capacity parameters corresponding to the tire inflation and deflation system of the vehicle;

[0062] According to the tire pressure information, determine the target tire pressure, and control the tire pressure of the braking and locking wheels to be reduced to the target tire pressure.

[0063] This application needs to obtain tire pressure information. Among them, the tire pressure information can be collected by tire pressure sensors installed inside each tire. The tire pressure information includes the tire pressure corresponding to each wheel respectively, and can also include the inflation and deflation capacity parameters corresponding to the tire inflation and deflation system, such as inflation rate, deflation rate, pressure adjustment range, etc.

[0064] After obtaining the tire pressure information of the tires and the function settings of each wheel determined based on the U-turn direction, in order to reduce the tire pressure of the locked wheels during braking to increase their contact area with the ground and improve the friction force, the embodiments of the present application also determine the target tire pressure of the locked wheels during braking in combination with the inflation and deflation capabilities of the tire inflation and deflation system, and control the tire pressure of the corresponding tires to drop to the target tire pressure. For example, generally, the normal tire pressure range for a car tire during normal driving is 2.2 - 2.5 bar, while the tire pressure used on some off-road surfaces is 1.5 - 1.8 bar. Considering that during a U-turn in place, the locked wheels during braking do not need to rotate and only generate sliding friction with the ground, so their tire pressure can be appropriately reduced, but should be kept above 1.0 bar to ensure that the tires have good longitudinal and lateral support forces. At the same time, in view of the inflation and deflation capabilities of the car tire inflation and deflation system, a lower limit value needs to be set when setting the target tire pressure to ensure that it does not exceed the capabilities of the tire inflation and deflation system. As Figure 4 shown, the contact area between the tire and the ground after tire pressure adjustment is larger than the contact area between the tire and the ground before tire pressure adjustment.

[0065] In the above implementation of the present application, by setting different functions for the wheels and precisely adjusting the tire pressure, reducing the tire pressure of the locked wheels during braking can shift the vehicle's center of gravity to that side, increase the friction force with the ground, and provide steering resistance. The reduction of the tire pressure of the locked wheels during braking enables it to better provide steering resistance, ensuring the stability and safety of the vehicle during a U-turn.

[0066] In an alternative embodiment of the present application, after controlling the suspension corresponding to each wheel to be adjusted to the corresponding target suspension height, the vertices of the suspensions corresponding to each wheel included in the vehicle are located on the same plane.

[0067] Specifically, in the U-turn control of the vehicle in the present application, according to the different functional attributes of the wheels, namely the first driving wheel, the second driving wheel, the driven wheel, and the locked wheel during braking, their suspension heights are respectively adjusted to different target values. During this process, in order to ensure that the vehicle body does not bear excessive torque after adjusting the height of each suspension, it is necessary to comprehensively estimate according to the vertical load borne by each suspension end to ensure that the vertices of each wheel suspension are as close as possible to the same plane. For example, the first driving wheel corresponds to a relatively high first target suspension height, and the locked wheel during braking corresponds to a relatively low fourth target suspension height. However, through precise adjustment, their suspension vertices are at the same height position in the vertical direction, forming a flat plane. In this way, when the vehicle makes a U-turn in place, it rotates around a horizontal virtual axis, and the movements of each wheel are more coordinated.

[0068] In the above-described embodiments of the present application, when the vehicle makes a U-turn in place, the vertices of the suspensions of all wheels are adjusted to the same plane, so that the vehicle maintains a stable posture during the U-turn in place, reducing the shaking and tilting of the vehicle, lowering the risk of rollover, and improving driving safety.

[0069] In an alternative embodiment of the present application, controlling the vehicle to travel in the U-turn direction and making a U-turn in place with the braked and locked wheel as the center includes:

[0070] Controlling the first driving wheel and the second driving wheel to operate and controlling the braked and locked wheel to be braked and locked, so that the vehicle makes a U-turn in place with the braked and locked wheel as the center.

[0071] Specifically, during the U-turn of the vehicle in place, the first driving wheel is the main power output wheel, providing corresponding driving force according to the U-turn direction of the vehicle, so that the vehicle can make a circular motion around the braked and locked wheel. The second driving wheel assists the first driving wheel to jointly maintain the power balance and steering stability of the vehicle. For example, when making a right U-turn, the first driving wheel on the right rotates forward, and the second driving wheel on the left also rotates at an appropriate speed to ensure that the vehicle can rotate smoothly to the right. At the same time, the right rear wheel, that is, the braked and locked wheel, is completely locked through the braking system to make it the center of rotation of the vehicle. In this way, the vehicle will take the braked and locked wheel as the center and, under the driving forces of the first driving wheel and the second driving wheel, achieve a U-turn in place, and can complete the U-turn of the vehicle in a limited space, especially suitable for narrow streets, parking lots and other places. In addition, among the two rear wheels of the vehicle, the wheels other than the braked and locked wheel are driven wheels, and no additional active control is required for the driven wheels when making the vehicle make a U-turn in place. As the vehicle rotates around the braked and locked wheel, under the action of ground friction and the driving of the vehicle body, etc., the driven wheels can roll or turn passively to adapt to the steering movement of the vehicle and follow the overall movement of the vehicle.

[0072] In the above-described embodiments of the present application, by controlling the operation of the first driving wheel and the second driving wheel and controlling the braked and locked wheel to be braked and locked, the collaborative work of the driving system and the braking system of the vehicle is utilized. By controlling the motion states of different wheels, the vehicle can achieve an efficient U-turn in a narrow space, improving the mobility and flexibility of the vehicle. The driver only needs to activate the U-turn in place function, and the control system of the vehicle will automatically complete the control of the driving wheel and the braked and locked wheel, reducing the operation difficulty of the driver and improving the driving convenience.

[0073] In an alternative embodiment of the present application, performing a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle to restore the vehicle to the first posture includes:

[0074] Obtain the adjustment wheel corresponding to the first adjustment, as well as the initial suspension height and initial tire pressure corresponding to the adjustment wheel;

[0075] Control the suspension height of the adjustment wheel to return to the initial suspension height;

[0076] Control the tire pressure of the adjustment wheel to return to the initial tire pressure.

[0077] In the embodiment of the present application, before the vehicle performs a U-turn operation in place, the suspension height and tire pressure of the wheels are changed through the first adjustment, so that the vehicle is in a target posture to meet the U-turn requirements in place. After the U-turn operation in place is completed, the present application also needs to restore the vehicle to the original first posture through the second adjustment to ensure stable driving performance, comfort and safety of the vehicle during normal driving.

[0078] Specifically, before the first adjustment, record the relevant information of the adjustment wheel in the first adjustment, including the initial suspension height and the initial tire pressure. These information are the key parameters when the vehicle is in the first posture, providing a benchmark for subsequent restoration operations. After the U-turn operation in place is completed, an instruction can be sent to the suspension system corresponding to the adjustment wheel to make the suspension height return to the initial value. Similarly, after the U-turn operation in place is completed, an instruction can be sent to the tire inflation / deflation system corresponding to the adjustment wheel to make the tire pressure of the adjustment wheel return to the initial value.

[0079] In the above implementation scheme of the present application, by restoring the suspension height and tire pressure to the initial state, the center of gravity of the vehicle, the body posture and the contact condition between the tire and the ground all return to the normal state, thus ensuring the handling stability, riding comfort and service life of the tire during normal driving of the vehicle.

[0080] In an alternative embodiment of the present application, determining the U-turn direction includes:

[0081] When the vehicle is in the starting state, receive the user-triggered request to turn on the U-turn function in place;

[0082] In response to the request to turn on the U-turn function in place, obtain the steering wheel angle signal;

[0083] When it is determined based on the steering wheel angle signal that the absolute value of the steering wheel angle is greater than the preset steering wheel angle threshold, activate the U-turn function of the vehicle, and determine the U-turn direction according to the steering wheel angle.

[0084] When the vehicle is in the startup state, the system continuously monitors the user's operation instructions. When the user presses the in-vehicle U-turn function button to trigger a U-turn function activation request, after the system receives this request, in response to the U-turn function activation request, it detects the steering wheel angle signal. When it is determined based on this steering wheel angle signal that the absolute value of the steering wheel angle is greater than a preset angle threshold, it indicates that the user has a clear intention to make a U-turn. At this time, the vehicle's U-turn function is activated. Specifically, the U-turn direction can be determined according to the positive or negative of the steering wheel angle. For example, if the steering wheel rotates clockwise beyond the threshold, it is determined as a right U-turn, and if it rotates counterclockwise beyond the threshold, it is determined as a left U-turn.

[0085] Optionally, before activating the U-turn function, a safety confirmation step can be added. For example, through the vehicle's display screen or voice prompt, the user is required to confirm again whether to perform a U-turn operation to prevent misoperation. At the same time, the system can check the environmental information around the vehicle, such as detecting whether there are obstacles around through an in-vehicle camera or radar. Only when the safety conditions are met is the activation of this function allowed, further improving the safety of the operation.

[0086] In the above implementation embodiments of the present application, by detecting the user's activation request for the U-turn function when the vehicle is in the startup state and obtaining the steering wheel angle signal to determine the U-turn direction of the vehicle, it can accurately identify the user's intention to make a U-turn and the U-turn direction, enabling the vehicle to operate according to the user's expectations, improving the accuracy and responsiveness of vehicle control. At the same time, the user only needs to trigger the U-turn function through a simple operation and turn the steering wheel to complete the determination of the U-turn direction, without performing complex operations or inputting additional instructions, providing a convenient operation experience for the user.

[0087] The overall implementation process of the embodiments of the present application is introduced below. As Figure 5 shown, it includes:

[0088] Step 501, after the U-turn function is activated, obtain the steering wheel angle.

[0089] Step 502, determine whether the absolute value of the steering wheel angle is greater than a preset angle threshold. If yes, execute Step 503; otherwise, continue to execute Step 502.

[0090] Step 503, activate the U-turn function, determine the U-turn direction and determine the braking locked wheel.

[0091] Step 504, through the suspension system, lower the suspension height of the braking locked wheel and raise the suspension height of the braking locked wheel to the diagonal wheel.

[0092] Step 505, through the tire inflation and deflation system, lower the tire pressure of the braking locked wheel.

[0093] Step 506: Perform a zero-turn.

[0094] Step 507: After the zero-turn is completed, restore the suspension height and tire pressure to their initial values.

[0095] After the zero-turn function is enabled in the embodiments of the present application, the steering wheel angle of the driver is monitored. When the absolute value of the steering wheel angle is greater than a preset steering angle threshold, the zero-turn function is activated, and the zero-turn direction is determined based on the steering wheel angle. At the same time, the locked wheel for braking is determined. Then, the suspension height of the locked wheel for braking is lowered through the suspension system, the suspension height of the locked wheel for braking is raised to the diagonal wheel, and at the same time, the tire pressure of the locked wheel for braking is lowered through the tire inflation and deflation system, so as to adjust the vehicle's center of gravity and tire grip, adjust the vehicle to the target posture, change the position of the vehicle's center of gravity, optimize the posture and dynamic performance of the vehicle during a zero-turn, reduce the body roll, and thus more effectively fix the center position of the vehicle during a zero-turn and avoid slippage. Then, a zero-turn is performed. The present application not only reduces the turning radius of the vehicle during a zero-turn, but also reduces the wear of the tires during the zero-turn. After the zero-turn is completed, the suspension height of each wheel and the tire pressure of the vehicle are restored to their initial values, so that the vehicle returns to the normal driving state, ensuring the stability and safety of subsequent driving. Optionally, after the zero-turn is completed, the zero-turn function will be automatically turned off, or the driver can also operate the zero-turn function switch to turn off the zero-turn function.

[0096] The vehicle zero-turn control method provided by the embodiments of the present application is introduced above. Next, the vehicle zero-turn control device provided by the embodiments of the present application will be introduced with reference to the accompanying drawings.

[0097] As Figure 6 shown, the embodiments of the present invention also provide a vehicle zero-turn control device, and the device includes:

[0098] A first determination module 601, configured to determine the zero-turn direction when the vehicle zero-turn function is activated;

[0099] A first adjustment module 602, configured to determine the locked wheel for braking according to the zero-turn direction, and perform a first adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the center of gravity of the vehicle shifts towards the locked wheel for braking, and switches from the current first posture to the target posture;

[0100] A control module 603, configured to control the vehicle to drive in the zero-turn direction and perform a zero-turn with the locked wheel for braking as the center;

[0101] A second adjustment module 604, configured to perform a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle after the vehicle completes a zero-turn, so that the vehicle returns to the first posture.

[0102] Optionally, after determining the U-turn direction, the device further includes:

[0103] A second determination module, configured to determine a braking locked wheel according to the U-turn direction; wherein, when the U-turn direction is a right U-turn, the braking locked wheel is the left rear wheel of the vehicle; when the U-turn direction is a left U-turn, the braking locked wheel is the right rear wheel of the vehicle;

[0104] A third determination module, configured to determine the wheel among the two front wheels of the vehicle that is on a different side from the braking locked wheel as the first driving wheel, and the wheel on the same side as the braking locked wheel as the second driving wheel;

[0105] A fourth determination module, configured to determine the wheels among the two rear wheels of the vehicle other than the braking locked wheel as the driven wheels.

[0106] Optionally, the wheels among the two rear wheels of the vehicle other than the braking locked wheel are the driven wheels; the wheel among the two front wheels of the vehicle that is on a different side from the braking locked wheel is the first driving wheel, and the wheel on the same side as the braking locked wheel is the second driving wheel. The first adjustment module includes:

[0107] A first acquisition sub-module, configured to acquire the suspension height information of the vehicle, where the suspension height information includes the suspension height corresponding to each wheel of the vehicle;

[0108] A first processing sub-module, configured to determine the target suspension height corresponding to each wheel included in the vehicle according to the suspension height information, and control the suspension corresponding to each wheel to be adjusted to the corresponding target suspension height; wherein, the first driving wheel corresponds to a first target suspension height, the second driving wheel corresponds to a second target suspension height, the driven wheel corresponds to a third target suspension height, the braking locked wheel corresponds to a fourth target suspension height, the first target suspension height is greater than the second target suspension height; the second target suspension height is greater than the third target suspension height; the third target suspension height is greater than the fourth target suspension height.

[0109] Optionally, the first adjustment module includes:

[0110] A second acquisition sub-module, configured to acquire the tire pressure information of the vehicle; the tire pressure information includes the tire pressure corresponding to each wheel of the vehicle and the inflation / deflation capacity parameter corresponding to the tire inflation / deflation system of the vehicle;

[0111] A second processing sub-module, configured to determine the target tire pressure according to the tire pressure information, and control the tire pressure corresponding to the braking locked wheel to be reduced to the target tire pressure.

[0112] Optionally, after adjusting the suspensions corresponding to the respective wheels to the corresponding target suspension heights, the vertices of the suspensions corresponding to the respective wheels included in the vehicle are located on the same plane.

[0113] Optionally, among the two front wheels of the vehicle, the wheel on a different side from the wheel with locked brakes is the first driving wheel, and the wheel on the same side is the second driving wheel. The control module is further configured to:

[0114] Control the first driving wheel and the second driving wheel to operate and control the wheel with locked brakes to be locked, so that the vehicle makes a U-turn in place with the wheel with locked brakes as the center.

[0115] Optionally, the second adjustment module includes:

[0116] A second acquisition sub-module, configured to acquire the adjusted wheel corresponding to the first adjustment, and the initial suspension height and the initial tire pressure corresponding to the adjusted wheel;

[0117] A third processing sub-module, configured to control the suspension height of the adjusted wheel to be restored to the initial suspension height, and control the tire pressure of the adjusted wheel to be restored to the initial tire pressure.

[0118] Optionally, the first determination module includes:

[0119] A reception sub-module, configured to receive a request for enabling the in-place U-turn function triggered by a user when the vehicle is in a startup state;

[0120] A third acquisition sub-module, configured to acquire a steering wheel angle signal in response to the request for enabling the in-place U-turn function;

[0121] A determination sub-module, configured to activate the in-place U-turn function of the vehicle when it is determined based on the steering wheel angle signal that the absolute value of the steering wheel angle is greater than a preset steering wheel angle threshold, and determine the U-turn direction according to the steering wheel angle.

[0122] Optionally, the first adjustment module further includes:

[0123] A first determination sub-module, configured to determine the left rear wheel of the vehicle as the wheel with locked brakes when the U-turn direction is clockwise;

[0124] A second determination sub-module, configured to determine the right rear wheel of the vehicle as the wheel with locked brakes when the U-turn direction is counterclockwise.

[0125] The vehicle U-turn control device provided by the present application adjusts the suspension height and tire pressure of the vehicle before making a U-turn in place, adjusts the vehicle to a target posture, changes the center-of-gravity position of the vehicle, and adjusts the contact area and friction force between the tires and the ground, so as to more effectively fix the center position of the vehicle U-turn in place and avoid slippage. The present application not only reduces the turning radius of the vehicle U-turn in place, but also reduces the wear of the tires during the U-turn process. In addition, after the vehicle U-turn is completed, it is restored to the initial posture, ensuring the stability and comfort of the subsequent driving of the vehicle.

[0126] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, please refer to the partial description of the method embodiments.

[0127] The embodiments of the present application further provide an electronic device, including: a processor, a memory, and a computer program stored on the memory and executable on the processor. When the computer program is executed by the processor, it implements each process of the above-mentioned vehicle U-turn control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0128] For example, Figure 7 shows a schematic physical structure diagram of an electronic device. As Figure 7 shown, the electronic device may include: a processor 710, a communication interface 720, a memory 730, and a communication bus 740. Among them, the processor 710, the communication interface 720, and the memory 730 complete mutual communication through the communication bus 740. The processor 710 may call the logical instructions in the memory 730. The processor 710 is configured to perform the following steps: when the vehicle is in the U-turn function activation mode, determine the U-turn direction; according to the U-turn direction, perform a first adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the vehicle switches from the current first posture to the target posture. Wherein, when the vehicle is in the target posture, the center of gravity of the vehicle shifts to the braking locked wheel determined based on the U-turn direction; control the vehicle to drive in the U-turn direction and make a U-turn in place with the braking locked wheel as the center; after the vehicle completes the U-turn in place, perform a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the vehicle is restored to the first posture. The processor 710 may also execute other solutions in the embodiments of the present application, which will not be further elaborated here.

[0129] In addition, when the logical instructions in the above-mentioned memory 730 are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application.

[0130] The embodiments of this application also provide a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, it implements each process of the above-mentioned vehicle U-turn control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be elaborated here. Among them, the computer-readable storage medium, such as a read-only memory (ROM for short), a random access memory (RAM for short), a magnetic disk, or an optical disc, etc.

[0131] It should be noted that in this article, the term "including", "comprising", or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device including a series of elements not only includes those elements, but also includes other elements that are not explicitly listed, or further includes elements inherent to such a process, method, article, or device. Without more limitations, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article, or device including that element.

[0132] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases, the former is a better implementation method. Based on such an understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disc) and includes several instructions for causing a terminal (which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to execute the methods described in various embodiments of this application.

[0133] The embodiments of the present application have been described above in conjunction with the accompanying drawings. However, the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the purpose of the present application and the scope protected by the claims, and all of them fall within the protection scope of the present application.

[0134] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professionals can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0135] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0136] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division, and there can be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces, and the indirect couplings or communication connections of the devices or units can be in electrical, mechanical or other forms.

[0137] The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they can be located in one place, or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0138] In addition, the functional units in each embodiment of the present application can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit.

[0139] When the above-mentioned functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art or a part of this technical solution can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application. The foregoing storage medium includes: various media that can store program codes such as USB flash drives, mobile hard disks, ROMs, RAMs, magnetic disks, or optical discs.

[0140] The above is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art within the technical scope disclosed by this application can easily think of changes or substitutions, which should all be covered within the protection scope of this application.

Claims

1. A vehicle U-turn control method, characterized in that, The method includes: When activating the in-place U-turn function of the vehicle, determining the U-turn direction; According to the U-turn direction, determining the braking locked wheel, and performing a first adjustment on the suspension height and tire pressure of the wheels corresponding to the vehicle, so that the center of gravity of the vehicle shifts towards the braking locked wheel, and switches from the current first posture to the target posture; Controlling the vehicle to drive in the U-turn direction and perform an in-place U-turn with the braking locked wheel as the center; After the vehicle completes the in-place U-turn, performing a second adjustment on the suspension height and tire pressure of the wheels corresponding to the vehicle, so that the vehicle returns to the first posture.

2. The vehicle U-turn control method according to claim 1, characterized in that Among the two rear wheels of the vehicle, the wheels other than the braking locked wheel are driven wheels; among the two front wheels of the vehicle, the wheel on the different side from the braking locked wheel is the first driving wheel, and the wheel on the same side is the second driving wheel. According to the U-turn direction, performing a first adjustment on the suspension height of the wheels corresponding to the vehicle includes: Obtaining the suspension height information of the vehicle, where the suspension height information includes the suspension height corresponding to each wheel of the vehicle respectively; According to the suspension height information, determining the target suspension height corresponding to each wheel included in the vehicle, and controlling the suspension corresponding to each wheel to be adjusted to the corresponding target suspension height; where the first driving wheel corresponds to a first target suspension height, the second driving wheel corresponds to a second target suspension height, the driven wheel corresponds to a third target suspension height, and the braking locked wheel corresponds to a fourth target suspension height, and the first target suspension height is greater than the second target suspension height; the second target suspension height is greater than the third target suspension height; the third target suspension height is greater than the fourth target suspension height.

3. The vehicle U-turn control method according to claim 1, wherein, According to the U-turn direction, performing a first adjustment on the tire pressure of the wheels corresponding to the vehicle includes: Obtaining the tire pressure information of the vehicle; the tire pressure information includes the tire pressure corresponding to each wheel of the vehicle respectively and the inflation and deflation capacity parameter corresponding to the tire inflation and deflation system of the vehicle; According to the tire pressure information, determining the target tire pressure, and controlling the tire pressure corresponding to the braking locked wheel to be reduced to the target tire pressure.

4. The vehicle U-turn control method according to claim 2, wherein After controlling the suspension corresponding to each wheel to be adjusted to the corresponding target suspension height, the vertices of the suspensions corresponding to each wheel included in the vehicle are located on the same plane.

5. The vehicle U-turn control method according to claim 1, characterized in that Among the two front wheels of the vehicle, the wheel on the different side from the braking locked wheel is the first driving wheel, and the wheel on the same side is the second driving wheel. Controlling the vehicle to drive in the U-turn direction and perform an in-place U-turn with the braking locked wheel as the center includes: Controlling the first driving wheel and the second driving wheel to operate and controlling the braking locked wheel to be braked and locked, so that the vehicle performs an in-place U-turn with the braking locked wheel as the center.

6. The vehicle U-turn control method according to claim 1, wherein, Performing a second adjustment on the suspension height and tire pressure of the wheels corresponding to the vehicle, so that the vehicle returns to the first posture, includes: Obtaining the adjusted wheels corresponding to the first adjustment and the initial suspension height and initial tire pressure corresponding to the adjusted wheels; Control the suspension height of the adjustable wheel to recover to the initial suspension height; Control the tire pressure of the adjustable wheel to recover to the initial tire pressure.

7. The vehicle U-turn control method according to claim 1, wherein, Determine the U-turn direction, including: When the vehicle is in the starting state, receive a request to activate the in-place U-turn function triggered by the user; In response to the request to activate the in-place U-turn function, obtain the steering wheel angle signal; When it is determined based on the steering wheel angle signal that the absolute value of the steering wheel angle is greater than a preset angle threshold, activate the in-place U-turn function of the vehicle and determine the U-turn direction according to the steering wheel angle.

8. The vehicle U-turn control method according to any one of claims 1 to 7, characterized in that Determine the braking locked wheel according to the U-turn direction, including: When the U-turn direction is clockwise, determine the left rear wheel of the vehicle as the braking locked wheel; When the U-turn direction is counterclockwise, determine the right rear wheel of the vehicle as the braking locked wheel.

9. A vehicle U-turn control device, characterized in that, Include: A first determination module for determining the U-turn direction when activating the in-place U-turn function of the vehicle; A first adjustment module for determining the braking locked wheel according to the U-turn direction and performing a first adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle, so that the center of gravity of the vehicle shifts towards the braking locked wheel and switches from the current first posture to the target posture; A control module for controlling the vehicle to travel in the U-turn direction and perform an in-place U-turn with the braking locked wheel as the center; A second adjustment module for performing a second adjustment on the suspension height and tire pressure corresponding to the wheels of the vehicle after the vehicle completes the in-place U-turn, so that the vehicle returns to the first posture.

10. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored on the memory and executable on the processor. When the computer program is executed by the processor, it implements the vehicle U-turn control method according to any one of claims 1 to 8.

Images