Vehicle control method and device, controller and vehicle

Abstract

The invention provides a vehicle control method and device, a controller and a vehicle, and the method comprises the steps: obtaining an expected yaw velocity, an actual yaw velocity, a front axle steering angle and a rear axle steering angle in a vehicle turning rotation adjustment process; determining a target yaw moment according to a difference value between the actual yaw velocity and the expected yaw velocity; according to the target yawing moment, the front axle steering angle, the rear axle steering angle, the number of motors of the front axle and the number of motors of the rear axle, the front axle longitudinal moment and the rear axle longitudinal moment are determined, and the total number of the number of the motors of the front axle and the number of the motors of the rear axle is larger than 1 and smaller than 4; and controlling the vehicle to steer according to the front axle longitudinal moment and the rear axle longitudinal moment. Through the method, a precise control mode of turning around in situ is provided for the vehicle with double motors and three motors.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular, to a vehicle control method, device, controller and vehicle. Background Art

[0002] Vehicle in-place turning refers to the operation of turning the vehicle by rotating the wheels without moving the forward direction. Traditional vehicles usually rely on the front wheels for steering, and in-place turning is achieved by the extreme steering angle to make the vehicle rotate, avoiding the need for long-distance reversing or adjustment.

[0003] With the development of electric vehicle technology, many modern electric vehicles achieve in-place turning through four-wheel distributed independent motors. Each wheel is equipped with an independent motor, which can be independently controlled. By precise torque distribution, the wheels can rotate in reverse, enabling the vehicle to rotate or turn in place. Especially in scenarios such as low speed or parking lots, the four-wheel independent motors can allow the vehicle to complete a turn with a smaller turning radius, greatly improving the driving experience and flexibility.

[0004] Although the four-wheel distributed independent motors provide many advantages, their cost is relatively high. To reduce costs, the existing three-motor in-place turning scheme brakes one wheel on one side and turns around the braked wheel. This scheme cannot rotate around the geometric center of the vehicle and still has a relatively large turning radius. Therefore, how to reduce the number of motors while ensuring that the vehicle has a small turning radius and achieve precise in-place turning is an urgent problem to be solved. Summary of the Invention

[0005] The present application provides a vehicle control method, device, controller and vehicle to ensure that the vehicle has a small turning radius while reducing the number of motors and achieve precise control of in-place turning.

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

[0007] During the adjustment of vehicle turning, rotation or steering, obtain the expected yaw rate, actual yaw rate, front axle steering angle and rear axle steering angle;

[0008] Determine the target yaw moment according to the difference between the actual yaw rate and the expected yaw rate;

[0009] Determine the front axle longitudinal moment and the rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle and the number of motors on the rear axle, wherein the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4;

[0010] Control the vehicle steering according to the longitudinal torque of the front axle and the longitudinal torque of the rear axle.

[0011] Optionally, the determining the longitudinal torque of the front axle and the longitudinal torque of the rear axle according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle includes:

[0012] Determine the longitudinal torque of the front axle and the longitudinal torque of the rear axle through a preset mapping relationship according to the target yaw moment, where the mapping relationship is: the target yaw moment is equal to the rear axle yaw moment plus the front axle yaw moment, the rear axle yaw moment is determined by the longitudinal torque of the rear axle, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track width, and the vehicle wheelbase, and the front axle yaw moment is determined by the longitudinal torque of the front axle, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width, and the vehicle wheelbase; the longitudinal torque of the front axle loaded on each front wheel is equal in magnitude to the longitudinal torque of the rear axle loaded on each rear wheel.

[0013] Optionally, the determining the rear axle yaw moment by the longitudinal torque of the rear axle, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track width, and the vehicle wheelbase includes:

[0014] The rear axle yaw moment is equal to the first rear wheel yaw moment minus the second rear wheel yaw moment; the first rear wheel yaw moment is the yaw moment received by the first rear wheel among the two rear wheels whose rotation direction is towards the outside of the vehicle; the second yaw moment is the yaw moment received by the second rear wheel among the two rear wheels whose rotation direction is towards the inside of the vehicle;

[0015] The first rear wheel yaw moment is equal to the first longitudinal force on the first rear wheel multiplied by the first lever arm, the first lever arm is determined by the geometric position of the first rear wheel, the rear axle steering angle, the vehicle track width, and the vehicle wheelbase, and the first longitudinal force is determined by the longitudinal torque of the rear axle, the number of motors on the rear axle, and the wheel radius;

[0016] The second rear wheel yaw moment is equal to the second longitudinal force on the second rear wheel multiplied by the second lever arm, the second lever arm is determined by the geometric position of the second rear wheel, the rear axle steering angle, the vehicle track width, and the vehicle wheelbase, and the second longitudinal force is determined by the longitudinal torque of the rear axle, the number of motors on the rear axle, and the wheel radius.

[0017] Optionally, the determining the front axle yaw moment by the longitudinal torque of the front axle, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width, and the vehicle wheelbase includes:

[0018] The yaw moment of the front axle is equal to the yaw moment of the first front wheel minus the yaw moment of the second front wheel. The yaw moment of the first front wheel is the yaw moment received by the first front wheel among the two front wheels with the rotation direction towards the outside of the vehicle. The second yaw moment is the yaw moment received by the second front wheel among the two front wheels with the rotation direction towards the inside of the vehicle.

[0019] The yaw moment of the first front wheel is equal to the third longitudinal force on the first front wheel multiplied by the third force arm, and the third force arm is determined by the geometric position of the first front wheel, the steering angle of the front axle, the vehicle track width, and the vehicle wheelbase. The third longitudinal force is determined by the longitudinal moment of the front axle, the number of motors on the front axle, and the wheel radius.

[0020] The yaw moment of the second front wheel is equal to the fourth longitudinal force on the second front wheel multiplied by the fourth force arm, and the fourth force arm is determined by the geometric position of the second front wheel, the steering angle of the front axle, the vehicle track width, and the vehicle wheelbase. The fourth longitudinal force is determined by the longitudinal moment of the front axle, the number of motors on the front axle, and the wheel radius.

[0021] Optionally, controlling the vehicle to steer according to the longitudinal moment of the front axle and the longitudinal moment of the rear axle includes:

[0022] Controlling the vehicle to rotate around the center of a circle according to the longitudinal moment of the front axle and the longitudinal moment of the rear axle, and the center of the circle is the geometric center of the cuboid formed by the centers of the four wheels.

[0023] Optionally, obtaining the expected yaw angular velocity includes:

[0024] Obtaining the depression depth of the accelerator pedal;

[0025] Determining the expected yaw angular velocity according to the pedal depth.

[0026] Optionally, the method further includes:

[0027] Obtaining the road image where the vehicle is located;

[0028] Determining the road surface adhesion grade according to the road image;

[0029] Correspondingly, determining the expected yaw angular velocity according to the pedal depth includes:

[0030] Determining the expected yaw angular velocity according to the pedal depth and the road surface adhesion grade.

[0031] Optionally, before the adjustment of vehicle U-turn, rotation or steering, the method further includes:

[0032] When the in - place turning signal of the vehicle is detected, obtain the vehicle speed and the road inclination angle;

[0033] If the vehicle speed is less than a preset value and the road inclination angle is less than a preset value, the start condition for the vehicle to turn in place is satisfied;

[0034] Turn the front wheels to the preset front - wheel angle and turn the rear wheels to the preset rear - wheel angle;

[0035] Determine the initial yaw angular velocity and the initial yaw moment according to the initial depression depth of the accelerator pedal;

[0036] Control the vehicle to start turning according to the initial yaw angular velocity and the initial yaw moment, wherein the steering directions of the two rear wheels are the same, the steering directions of the two front wheels are the same, and the steering directions of the two front wheels and the two rear wheels are opposite.

[0037] In a second aspect, the present application provides a vehicle control device, and the method includes:

[0038] An acquisition module, configured to acquire an expected yaw angular velocity, an actual yaw angular velocity, a front - axle steering angle, and a rear - axle steering angle during the adjustment process of vehicle turning, rotation, or steering;

[0039] A first determination module, configured to determine a target yaw moment according to the difference between the actual yaw angular velocity and the expected yaw angular velocity;

[0040] A second determination module, configured to determine a front - axle longitudinal moment and a rear - axle longitudinal moment according to the target yaw moment, the front - axle steering angle, the rear - axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle, wherein the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4;

[0041] A control module, configured to control the vehicle to turn according to the front - axle longitudinal moment and the rear - axle longitudinal moment.

[0042] In a third aspect, the present application provides a controller, including: a memory, a processor;

[0043] The memory stores computer - executable instructions;

[0044] The processor executes the computer - executable instructions stored in the memory, so that the processor executes the method according to any one of the first aspect.

[0045] In a fourth aspect, the present application provides a vehicle, including a controller, and the controller is configured to execute the method according to any one of the first aspect.

[0046] Fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect and / or various possible implementation manners of the first aspect as described above.

[0047] Sixth aspect, an embodiment of the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the first aspect and / or various possible implementation manners of the first aspect as described above.

[0048] The present application provides a vehicle control method, device, controller and vehicle. The method includes: during the adjustment process of vehicle U-turn, rotation or steering, obtaining the expected yaw rate, actual yaw rate, front axle steering angle and rear axle steering angle; determining the target yaw moment according to the difference between the actual yaw rate and the expected yaw rate; determining the front axle longitudinal moment and the rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle and the number of motors on the rear axle, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4; controlling the vehicle steering according to the front axle longitudinal moment and the rear axle longitudinal moment. Through this method, a precise control method for in-situ U-turn of dual-motor and triple-motor vehicles is provided. In addition, compared with the method of rotating around the braking wheel, this method has a small turning radius. Description of the Drawings

[0049] The drawings here are incorporated into the description and form a part of this description, showing embodiments consistent with the present application, and are used together with the description to explain the principles of the present application.

[0050] Figure 1 It is a schematic diagram of the vehicle motor distribution provided by the present application;

[0051] Figure 2 It is a schematic flow chart of the vehicle control method provided by the present application;

[0052] Figure 3 It is a schematic diagram of vehicle rotation analysis provided by the present application;

[0053] Figure 4 It is a schematic diagram of rear-wheel steering provided by the present application;

[0054] Figure 5 It is a complete flow chart of vehicle in-situ U-turn provided by the present application;

[0055] Figure 6 It is a schematic structural diagram of a vehicle control device provided by the present application;

[0056] Figure 7 It is a schematic structural diagram of an electronic device provided by the present application.

[0057] Through the above-mentioned drawings, specific embodiments of the present application have been shown, and will be described in more detail hereinafter. These drawings and the written description are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of the Invention

[0058] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0059] Currently, for four-wheel new energy vehicles, vehicle in-place turning is mainly controlled by independent distributed 4 motors, or through a combination scheme of four-wheel independent steering and multiple gearboxes. The hardware of this scheme requires 4 motors, resulting in a relatively high cost. To reduce the hardware cost, the existing 3-motor in-place turning scheme brakes one wheel on one side and realizes turning around the braked wheel. This scheme cannot rotate around the geometric center of the vehicle and still has a relatively large turning radius.

[0060] In view of this, the present application provides a vehicle control method. During the vehicle rotation process, according to the difference between the expected yaw angular velocity and the actual yaw angular velocity, the target yaw moment is calculated; according to the target yaw moment, the longitudinal moment of the motor output on the front axle on the front axle and the longitudinal moment of the motor output on the rear axle on the rear axle are solved. During the calculation process, for different hardware schemes (i.e., different numbers of motors), the methods for calculating the longitudinal moment in the calculation axis are different. For a vehicle leaving the factory, the number of motors in the vehicle is fixed, and the calculation method is fixed. By outputting according to the front axle longitudinal moment and the rear axle longitudinal moment, the vehicle can be controlled to complete in-place turning.

[0061] Figure 1 It is a schematic diagram of the vehicle motor distribution provided by the present application. The control method provided by the present application can be applied to Figure 1 3 hardware structures, realizing the vehicle to rotate around the geometric center formed by the four wheels. Figure a is a scheme where 1 motor on the front axle controls two front wheels, and 2 motors on the rear axle respectively control two rear wheels (a total of 3 motors); Figure b is a scheme where 2 motors on the front axle respectively control two front wheels, and 1 motor on the rear axle controls two rear wheels (a total of 3 motors); Figure c is a scheme where 1 motor on the front axle controls two front wheels, and 1 motor on the rear axle controls two rear wheels (a total of 2 motors).

[0062] The above three hardware forms of vehicles can achieve torque control of the split axle, and the magnitude and direction of the torque on the front and rear axles can be independently controlled. Both the front axle and the rear axle can independently control the vehicle's steering. Through the steering control of the front axle and the rear axle, the same turning angle of the front and rear axles is achieved. By controlling the torque, the torque directions of the front and rear axles are opposite and the magnitudes are equal. At this time, the forces at the wheel ends of the front and rear axles of the vehicle can form a force for the vehicle to rotate around the geometric center of the vehicle, enabling the vehicle to overcome inertia and form a movement in the yaw direction, thereby achieving a U-turn movement.

[0063] It should be noted that the control method of the present application is also applicable to the scheme of two motors on the front axle and two motors on the rear axle. When there are two motors on the rear axle, the two motors on the rear axle can also be referred to as the in-wheel motors on the rear axle. When there are two motors on the front axle, the two motors on the front axle can also be referred to as the in-wheel motors on the front axle.

[0064] The geometric center involved in the present application refers to the geometric center of the cuboid formed by the centers of the four wheels of the vehicle. With this geometric center as the center of the circle, the vehicle rotates and makes a U-turn around this geometric center.

[0065] The front axle motor mentioned subsequently in the present application refers to the motor on the front axle of the vehicle, and the rear axle motor refers to the motor on the rear axle of the vehicle.

[0066] The following uses specific embodiments to elaborate in detail on the technical solution of the present application and how the technical solution of the present application solves the above technical problems. These several specific embodiments below can be combined with each other, and for the same or similar concepts or processes, they may not be repeated in some embodiments. The following will describe the embodiments of the present application in conjunction with the drawings.

[0067] Figure 2 It is a schematic flow chart of the vehicle control method provided by the present application, as Figure 2 shown, and this method includes the following steps:

[0068] S101. During the adjustment process of the vehicle's U-turn, rotation, or steering, obtain the expected yaw rate, actual yaw rate, front axle steering angle, and rear axle steering angle.

[0069] For obtaining the expected yaw rate, there can be the following several ways:

[0070] In one implementation, the expected yaw rate can be a fixed value. After the user activates the U-turn switch, the vehicle rotates at a fixed yaw rate.

[0071] In one implementation, to enhance the user's operability, it is expected that the yaw rate is related to the depth of the accelerator pedal depressed by the user. The greater the pedal depth, the greater the expected yaw rate. A table is preset, in which the pedal depth is associated with the yaw rate. The associated data in the table are the yaw rates that ensure user comfort at various pedal depths obtained by vehicle developers through on-road tests.

[0072] In one implementation, on-road tests are conducted on roads with different road adhesion grades (e.g., cement roads, asphalt roads, sandy roads, ice and snow roads), and the yaw rates that ensure user comfort are obtained at various pedal depths. The different data obtained from the tests are preset in a table. During an actual U-turn, an image of the road where the vehicle is located is acquired, the road type is identified based on the road image, and corresponding to different road adhesion grades, the expected yaw rate corresponding to the pedal depth is then queried.

[0073] For the actual yaw rate, the yaw rate can be directly measured by a gyroscope. The gyroscope can sense the rotation of the vehicle around the vertical axis and thus calculate the yaw rate.

[0074] The front axle steering angle and the rear axle steering angle are obtained by steering angle sensors or angle sensors provided on the front axle and the rear axle. In this solution, the front axle steering angle is equal to the included angle between the steering position of the vehicle's front wheels and the longitudinal direction of the vehicle body. The front axle steering angle is equal to the included angle between the steering position of the vehicle's rear wheels and the longitudinal direction of the vehicle body.

[0075] S102. Determine the target yaw moment according to the difference between the actual yaw rate and the expected yaw rate.

[0076] In this step, the yaw moment is the main factor affecting the yaw motion of the vehicle (the vehicle rotates around the vertical axis). First, calculate the difference between the actual yaw rate and the expected yaw rate, and this difference represents the deviation between the actual steering state and the expected state of the vehicle. According to this deviation, the yaw moment is adjusted through the control system, and the target yaw moment can be calculated by a PID controller or other control strategies.

[0077] In vehicle control, the goal is to adjust the actual yaw rate to be as close as possible to the expected yaw rate. The yaw motion of the vehicle is a dynamic system affected by various factors (such as steering angle, speed, vehicle body characteristics, etc.). By using a PID controller, the control quantity can be dynamically adjusted according to the current state and change trend of the error, thereby optimizing the target yaw moment. PID control mainly consists of a proportional term, an integral term, and a derivative term.

[0078] Proportional term: When the actual yaw rate of the vehicle deviates from the expected value, the proportional term can quickly generate a control torque to reduce the error. For example, if the actual yaw rate of the vehicle is much lower than expected, the PID controller will increase the torque output according to the proportional gain, prompting the vehicle to approach the target yaw rate faster.

[0079] Integral term: If there is a long-term and continuous error (i.e., the yaw rate cannot be stabilized at the expected value all the time), the integral term will continuously accumulate the error and generate an additional control quantity to eliminate this continuous error. This ensures that even a tiny error can ultimately be eliminated.

[0080] Derivative term: The derivative term makes adjustments in advance by being sensitive to the rate of change of the error, thus avoiding overshoot or oscillation when the vehicle approaches the target. If the error decreases rapidly, the derivative term will reduce the output of the target yaw torque to avoid overcorrection.

[0081] S103. Determine the longitudinal torque of the front axle and the longitudinal torque of the rear axle according to the target yaw torque, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4.

[0082] The longitudinal torque refers to the torque along the longitudinal axis of the vehicle and is generated by the motor. In the setting where one motor controls two wheels, the longitudinal torque generated by the motor needs to be divided by 2 and applied to the wheels. In the setting where one motor controls one wheel, the longitudinal torque generated by the motor is directly applied to the wheel.

[0083] According to the wheelbase, track width, and number of motors of the vehicle, pre-construct the mapping relationship among the front axle steering angle, the rear axle longitudinal angle, the front axle longitudinal torque, the rear axle longitudinal torque, and the yaw torque. This mapping relationship can be a formula or a function. In this mapping relationship, the front axle longitudinal torque loaded on each front wheel is the same, the magnitude and direction of the rear axle longitudinal torque loaded on each rear wheel are the same, and the magnitude of the front axle longitudinal torque on a single front wheel and the rear axle longitudinal torque on a single rear wheel are the same, but the directions are opposite.

[0084] In this way, after obtaining the target yaw torque, the longitudinal torque of the front axle and the longitudinal torque of the rear axle can be solved reversely. The solved longitudinal torque of the front axle and the longitudinal torque of the rear axle are the torques that the motor needs to output.

[0085] It should be noted that if there is only one front axle motor on the front axle, the front axle longitudinal torque generated by the front axle motor needs to be evenly distributed to the two front wheels. If there are two front axle motors on the front axle, the front axle longitudinal torque generated by each front axle motor is loaded on one front wheel.

[0086] S104. Control the vehicle to steer according to the longitudinal torque of the front axle and the longitudinal torque of the rear axle.

[0087] The steering control algorithm of a vehicle usually dynamically adjusts the operating state of the motor according to the longitudinal torque of the front axle and the longitudinal torque of the rear axle. For example, by adjusting the output torques of the motors on the front axle and the rear axle, the vehicle can achieve the required longitudinal torque of the front axle and the longitudinal torque of the rear axle.

[0088] This embodiment provides a vehicle control method. During the adjustment process of vehicle U-turn, rotation or steering, the expected yaw rate, the actual yaw rate, the front axle steering angle, and the rear axle steering angle are obtained; according to the difference between the actual yaw rate and the expected yaw rate, the target yaw moment is determined; according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle, the longitudinal torque of the front axle and the longitudinal torque of the rear axle are determined, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4; according to the longitudinal torque of the front axle and the longitudinal torque of the rear axle, the vehicle steering is controlled. Through this method, a precise control method for in-place U-turn of vehicles with two motors and three motors is provided. In addition, compared with the method of rotating around the braking wheel, this method has a small turning radius.

[0089] Based on the above embodiment, the following will introduce in detail how to determine the longitudinal torque of the front axle and the longitudinal torque of the rear axle in step S103.

[0090] According to the actual size of the vehicle and the force distribution during the rotation process, the mapping relationship between the target yaw moment and the longitudinal torque of the front axle and the longitudinal torque of the rear axle during the in-place rotation process is determined in advance, that is, an equation is constructed.

[0091] During an in-place U-turn, there are several rotation modes of the wheels, and the equations are different for different rotation modes. For example, as Figure 1 shown in the rotation mode, the two front wheels rotate backward, and the two rear wheels rotate forward; similar to Figure 1 , it is also possible that the two front wheels rotate forward and the two rear wheels rotate backward. The above are all ways in which the rotation directions of the coaxial wheels are the same. In another design, one of the two wheels on the front axle rotates forward and the other rotates backward; one of the two wheels on the rear axle rotates forward and the other rotates backward. However, in this scheme, it is only suitable for a four-wheel independent drive scheme and is not applicable to a three-motor or two-motor scheme.

[0092] Therefore, the present solution is applicable to the cases where the front axle wheels rotate in the same direction and the rear axle wheels rotate in the same direction, and the mapping relationship is constructed in such cases. In the mapping relationship, the yaw moment during the vehicle movement process is equal to the front axle yaw moment plus the rear axle yaw moment. The rear axle yaw moment is expressed by the rear axle longitudinal moment, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track width, and the vehicle wheelbase, and the front axle yaw moment is determined by the front axle longitudinal moment, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width, and the vehicle wheelbase.

[0093] In the above mapping relationship, knowing the target yaw moment to be generated, the front axle longitudinal moment and the rear axle longitudinal moment can be solved inversely. However, there are two unknowns, the front axle longitudinal moment and the rear axle longitudinal moment, in the equation of the mapping relationship and they cannot be directly solved. Considering that during a U-turn, the moments on each wheel should be equal. Therefore, by establishing the relationship that the longitudinal moment of the front axle loaded on each front wheel is equal in magnitude to the longitudinal moment of the rear axle loaded on each rear wheel, they can be solved. For example, if there is only one motor on the front axle, the front axle longitudinal moment generated by it needs to be evenly distributed to two wheels. For the case of two motors on the front axle, the front axle longitudinal moment generated by them directly acts on one wheel. The goal of the solution is to obtain how much longitudinal moment each motor needs to generate.

[0094] Next, a further introduction on how to determine the front axle yaw moment and the rear axle yaw moment in the mapping relationship will be given.

[0095] In a specific implementation manner, Figure 3 is a schematic diagram of vehicle rotation analysis provided by the present application. As Figure 3 shown, the wheel among the two rear wheels whose rotation direction faces the outside of the vehicle is defined as the first rear wheel, and the rear wheel among the two rear wheels whose rotation direction faces the inside of the vehicle is defined as the second rear wheel. For the first rear wheel, since it faces the outside of the vehicle, the moment generated by it is beneficial to vehicle rotation. For the second rear wheel, whether the moment generated by it is beneficial to vehicle rotation is related to the rotation angle. Figure 4 is a schematic diagram of rear wheel steering provided by the present application. As Figure 4 shown, if the extension line of the rotation angle of the second rear wheel is in the lower right area (A1) of the geometric center, it is beneficial to vehicle rotation; if the extension line of the rotation angle of the second rear wheel is in the upper left area (A2) of the geometric center, it is not beneficial to vehicle rotation. The steering direction shown in Figure 4 is the direction that is not beneficial to vehicle rotation.

[0096] If the rotation angle of the second rear wheel is a situation that is not conducive to vehicle rotation, the rear axle yaw moment is equal to the first rear wheel yaw moment minus the second rear wheel yaw moment. The first rear wheel yaw moment is the yaw moment received by the first rear wheel among the two rear wheels whose rotation direction is towards the outside of the vehicle; the second yaw moment is the yaw moment received by the second rear wheel among the two rear wheels whose rotation direction is towards the inside of the vehicle;

[0097] If the rotation angle of the second rear wheel is a situation that is conducive to vehicle rotation, the rear axle yaw moment is equal to the first rear wheel yaw moment plus the second rear wheel yaw moment.

[0098] The first rear wheel yaw moment is equal to the first longitudinal force on the first rear wheel multiplied by the first force arm. In a geometric representation, as Figure 4 shown, the length of the first force arm is equal to the perpendicular line from the geometric center to the extension line of the first rear wheel. Therefore, the first force arm can be represented by the position of the first rear wheel, the rear axle steering angle, the vehicle track width, and the vehicle wheelbase, while the first longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle, and the wheel radius.

[0099] Similarly, the second rear wheel yaw moment is equal to the second longitudinal force on the second rear wheel multiplied by the second force arm. In a geometric representation, as Figure 4 shown, the length of the second force arm is equal to the perpendicular line from the geometric center to the extension line of the first rear wheel. Therefore, the second force arm is determined by the position of the second rear wheel, the rear axle steering angle, the vehicle track width, and the vehicle wheelbase, and the second longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle, and the wheel radius.

[0100] For the two front wheels, the wheel among the two front wheels whose rotation direction is towards the outside of the vehicle is defined as the first front wheel, and the rear wheel among the two front wheels whose rotation direction is towards the inside of the vehicle is defined as the second front wheel; the analysis of the first front wheel and the second front wheel is similar to the analysis of the above two rear wheels and will not be elaborated here.

[0101] For other rotation methods, such as the situation where the two front wheels rotate forward and the two rear wheels rotate backward, the analysis principle is similar and will not be elaborated here.

[0102] For different numbers of motors, there are slight differences in the formula of the mapping relationship. Below, taking the hardware method in figure c of Figure 1 and the rotation method in figure c of Figure 1 and the rear wheel steering angle in Figure 4 as a specific situation, the formula of the mapping relationship will be introduced.

[0103] Formula 1:

[0104]

[0105] Among them, L is the wheelbase, B is the track width, r is the wheel radius, T1 is the longitudinal torque of the front axle, T2 is the longitudinal torque of the rear axle, α1 is the steering angle of the front axle, α2 is the steering angle of the rear axle, and the target yaw torque is Tq.

[0106] This term is the first arm of force of the first rear wheel.

[0107] This term is the second arm of force of the second rear wheel.

[0108] This term is the third arm of force of the first front wheel.

[0109] This term is the third arm of force of the second front wheel.

[0110] (T2 / 2)*(1 / r), this term is the longitudinal force on the rear wheels, which is equal to the first longitudinal force and also equal to the second longitudinal force.

[0111] (T1 / 2)*(1 / r), this term is the longitudinal force on the front wheels, which is equal to the third longitudinal force and also equal to the fourth longitudinal force.

[0112] The scenario of the above formula one is applicable to the situation where one motor on the front axle controls two front wheels and one motor on the rear axle controls two rear wheels. For the situation where there is one motor on the rear axle and two motors on the front axle, formula two is applicable:

[0113]

[0114] For the situation where there are two motors on the rear axle and one motor on the front axle, formula three is applicable:

[0115]

[0116] For the situation of formula one, the magnitude of T1 is equal to T2; for the situation of formula two, T2 / 2 is equal to T1; for the situation of formula three, T2 is equal to T1 / 2.

[0117] After clarifying the relationship between T1 and T2, based on the input target yaw torque Tq, the front axle steering angle α1, and the rear axle steering angle α2, T1 and T2 can be solved.

[0118] For the change in the rotation angles of the second rear wheel and the second front wheel, when it is beneficial to the vehicle rotation, change the subtraction of the two terms in the curly brackets to addition.

[0119] Next, the entire process of the vehicle's in-place turning is further introduced.

[0120] Figure 5 It is the complete flowchart of the vehicle's in-place turning provided by this application, as Figure 5As shown, it includes the following steps:

[0121] S201. In response to the user turning on the vehicle in-place turning switch, detect the in-place turning signal of the vehicle, and obtain the vehicle speed and the road inclination angle.

[0122] The road inclination angle can be replaced by an image or the angle of the vehicle gyroscope.

[0123] S202. Determine whether the start conditions for the vehicle to turn in place are met.

[0124] The start conditions need to be met when the vehicle is stationary, and the vehicle is not on a slope. In addition, there are no faults in the wheels, tire pressure, motor, battery, engine, and steering system of the vehicle.

[0125] If the vehicle speed is less than the preset value and the road inclination angle is less than the preset value, the start conditions for the vehicle to turn in place are met.

[0126] Optionally, vehicle surrounding detection can be added to the start conditions to ensure that there are no obstacles blocking the path during turning, rotating, or steering.

[0127] S203. Turn the front wheels to the front wheel preset angle and turn the rear wheels to the rear wheel preset angle.

[0128] The preset angle can be set to the maximum or other values. For simplicity of calculation, the preset angle can be arctan(B / L), that is, the extension line of the orientation of the second rear wheel and the second front wheel passes through the geometric center.

[0129] S204. Determine the initial yaw angular velocity and the initial yaw moment according to the initial depression depth of the accelerator pedal.

[0130] The determination of the initial yaw angular velocity can be directly obtained by looking up a table. When determining the initial yaw angular velocity, the road surface adhesion level can be combined.

[0131] S205. Control the vehicle to start turning according to the initial yaw angular velocity and the initial yaw moment.

[0132] Among them, the steering directions of the two rear wheels are the same, the steering directions of the two front wheels are the same, and the steering directions of the two front wheels and the two rear wheels are opposite.

[0133] S206. During the rotation process, control the vehicle to rotate according to the expected yaw angular velocity and the actual yaw angular velocity.

[0134] The specific control method is as shown in the above embodiments and will not be introduced here.

[0135] S207. Detect that the exit conditions are met and exit the in-place turning mode.

[0136] If the driver has stepped on the brake and the vehicle speed is less than the threshold value, which meets the exit condition, and it is detected that the in-situ U-turn switch is turned off, this also meets the exit condition. If the exit condition is met, the vehicle will actively exit the in-situ U-turn mode. In addition, during the in-situ U-turn process of the vehicle, if conditions affecting safety such as motor overheating / critical signals becoming invalid values occur, a safety prompt will pop up on the vehicle's large screen and the vehicle will actively exit the in-situ U-turn mode. After exiting, the steering of the rear wheels will return to the straight position.

[0137] Figure 6 FIG. is a schematic structural diagram of a vehicle control device provided by the present application, as Figure 6 shown, the vehicle control device 60 includes:

[0138] An acquisition module 601, configured to acquire an expected yaw rate, an actual yaw rate, a front axle steering angle, and a rear axle steering angle during the adjustment process of vehicle U-turn, rotation, or steering;

[0139] A first determination module 602, configured to determine a target yaw moment according to the difference between the actual yaw rate and the expected yaw rate;

[0140] A second determination module 603, configured to determine a front axle longitudinal moment and a rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4;

[0141] A control module 604, configured to control the vehicle to steer according to the front axle longitudinal moment and the rear axle longitudinal moment.

[0142] Optionally, the second determination module 603 is specifically configured to:

[0143] Determine the front axle longitudinal moment and the rear axle longitudinal moment through a preset mapping relationship according to the target yaw moment, where the mapping relationship is: the target yaw moment is equal to the rear axle yaw moment plus the front axle yaw moment, the rear axle yaw moment is determined by the rear axle longitudinal moment, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track, and the vehicle wheelbase, and the front axle yaw moment is determined by the front axle longitudinal moment, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track, and the vehicle wheelbase; the longitudinal moment loaded on each front wheel by the front axle longitudinal moment is equal in magnitude to the longitudinal moment loaded on each rear wheel by the rear axle longitudinal moment.

[0144] Optionally, in the mapping relationship, the determination of the rear axle yaw moment by the rear axle longitudinal moment, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track, and the vehicle wheelbase includes:

[0145] The rear axle yaw moment is equal to the first rear wheel yaw moment minus the second rear wheel yaw moment; the first rear wheel yaw moment is the yaw moment received by the first rear wheel among the two rear wheels whose rotation direction faces the outside of the vehicle; the second yaw moment is the yaw moment received by the second rear wheel among the two rear wheels whose rotation direction faces the inside of the vehicle;

[0146] The first rear wheel yaw moment is equal to the first longitudinal force on the first rear wheel multiplied by the first force arm, and the first force arm is determined by the geometric position of the first rear wheel, the rear axle steering angle, the vehicle track width and the vehicle wheelbase, and the first longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle and the wheel radius;

[0147] The second rear wheel yaw moment is equal to the second longitudinal force on the second rear wheel multiplied by the second force arm, and the second force arm is determined by the geometric position of the second rear wheel, the rear axle steering angle, the vehicle track width and the vehicle wheelbase, and the second longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle and the wheel radius.

[0148] Optionally, in the mapping relationship, the front axle yaw moment is determined by the front axle longitudinal moment, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width and the vehicle wheelbase, including:

[0149] The front axle yaw moment is equal to the first front wheel yaw moment minus the second front wheel yaw moment; the first front wheel yaw moment is the yaw moment received by the first front wheel among the two front wheels whose rotation direction faces the outside of the vehicle; the second yaw moment is the yaw moment received by the second front wheel among the two front wheels whose rotation direction faces the inside of the vehicle;

[0150] The first front wheel yaw moment is equal to the third longitudinal force on the first front wheel multiplied by the third force arm, and the third force arm is determined by the geometric position of the first front wheel, the front axle steering angle, the vehicle track width and the vehicle wheelbase, and the third longitudinal force is determined by the front axle longitudinal moment, the number of motors on the front axle and the wheel radius;

[0151] The second front wheel yaw moment is equal to the fourth longitudinal force on the second front wheel multiplied by the fourth force arm, and the fourth force arm is determined by the geometric position of the second front wheel, the front axle steering angle, the vehicle track width and the vehicle wheelbase, and the fourth longitudinal force is determined by the front axle longitudinal moment, the number of motors on the front axle and the wheel radius.

[0152] Optionally, the obtaining module 601 is further configured to obtain the depression depth of the accelerator pedal;

[0153] The first determination module 602 is further configured to determine the expected yaw rate according to the pedal depth.

[0154] Optionally, the obtaining module 601 is further configured to:

[0155] Obtain a road image where the vehicle is located;

[0156] The first determination module 602 is further configured to determine the road surface adhesion level according to the road image;

[0157] Correspondingly, the first determination module 602 is further configured to:

[0158] Determine the expected yaw rate according to the pedal depth and the road surface adhesion level.

[0159] Optionally, before the vehicle makes a U-turn, rotates, or adjusts its steering, the device further includes: a preparation module, and the preparation module is configured to:

[0160] When detecting the in-place U-turn signal of the vehicle, obtain the vehicle speed and the road inclination angle;

[0161] If the vehicle speed is less than a preset value and the road inclination angle is less than a preset value, the starting condition for the vehicle to make an in-place U-turn is satisfied;

[0162] Turn the front wheels to a preset front-wheel angle and turn the rear wheels to a preset rear-wheel angle;

[0163] Determine the initial yaw rate and the initial yaw moment according to the initial depression depth of the accelerator pedal;

[0164] Control the vehicle to start steering according to the initial yaw rate and the initial yaw moment, where the steering directions of the two rear wheels are the same, the steering directions of the two front wheels are the same, and the steering directions of the two front wheels and the two rear wheels are opposite.

[0165] The device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effects are similar, which will not be elaborated here in this embodiment.

[0166] Figure 7 It is a schematic structural diagram of an electronic device provided in the present application, and this electronic device may be a controller. As Figure 7 shown, the electronic device 50 provided in this embodiment includes: at least one processor 501 and a memory 502. Optionally, the device 50 further includes a communication component 503. Among them, the processor 501, the memory 502, and the communication component 503 are connected through a bus 504.

[0167] In a specific implementation process, at least one processor 501 executes computer-executable instructions stored in a memory 502, so that at least one processor 501 executes the above-mentioned method.

[0168] For the specific implementation process of the processor 501, reference may be made to the above method embodiments. Their implementation principles and technical effects are similar, and will not be elaborated here in this embodiment.

[0169] In the above embodiments, it should be understood that the processor may be a central processing unit (Central Processing Unit, CPU for short), or may also be other general-purpose processors, digital signal processors (Digital Signal Processor, DSP for short), application specific integrated circuits (Application Specific Integrated Circuit, ASIC for short), etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules in the processor.

[0170] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0171] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the buses in the drawings of this application are not limited to only one bus or one type of bus.

[0172] This application also provides a computer program product, including a computer program, which implements the above-mentioned method when executed by a processor.

[0173] This application also provides a vehicle, including a controller and sensors. The sensors are used to collect the actual yaw rate, the front axle steering angle, and the rear axle steering angle; the controller can execute the method in the above method embodiments.

[0174] The present application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above method.

[0175] The above-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0176] An exemplary readable storage medium is coupled to the processor so that the processor can read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0177] The division of units is only a logical function division. In actual implementation, there may be other division methods. 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 coupling or direct coupling or communication connection between each other can be an indirect coupling or communication connection through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0178] 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 can be 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.

[0179] In addition, each functional unit in various embodiments of the present invention can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0180] If a function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, 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 of various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs, and other various media that can store program codes.

[0181] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When this program is executed, it executes the steps including the above method embodiments; and the aforementioned storage medium includes: ROMs, RAMs, magnetic disks, or optical discs, and other various media that can store program codes.

[0182] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will easily think of other implementation manners of the present invention. The present invention is intended to cover any variations, uses, or adaptive changes of the present invention. These variations, uses, or adaptive changes follow the general principles of the present invention and include common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the exact structures already described and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: During the adjustment process of vehicle U-turn, rotation or steering, obtaining the expected yaw rate, actual yaw rate, front axle steering angle and rear axle steering angle; Determining a target yaw moment according to the difference between the actual yaw rate and the expected yaw rate; Determining a front axle longitudinal moment and a rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle and the number of motors on the rear axle, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4; Controlling the vehicle steering according to the front axle longitudinal moment and the rear axle longitudinal moment.

2. The method according to claim 1, wherein The determining the front axle longitudinal moment and the rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle and the number of motors on the rear axle includes: Determining the front axle longitudinal moment and the rear axle longitudinal moment through a preset mapping relationship according to the target yaw moment, where the mapping relationship is: the target yaw moment is equal to the rear axle yaw moment plus the front axle yaw moment, the rear axle yaw moment is determined by the rear axle longitudinal moment, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track width and the vehicle wheelbase, and the front axle yaw moment is determined by the front axle longitudinal moment, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width and the vehicle wheelbase; the front axle longitudinal moment loaded on each front wheel is equal in magnitude to the rear axle longitudinal moment loaded on each rear wheel.

3. The method according to claim 2, wherein The determining the rear axle yaw moment by the rear axle longitudinal moment, the rear axle steering angle, the number of motors on the rear axle, the wheel radius, the vehicle track width and the vehicle wheelbase includes: The rear axle yaw moment is equal to the first rear wheel yaw moment minus the second rear wheel yaw moment; the first rear wheel yaw moment is the yaw moment received by the first rear wheel whose rotation direction faces the outside of the vehicle among the two rear wheels; the second yaw moment is the yaw moment received by the second rear wheel whose rotation direction faces the inside of the vehicle among the two rear wheels; The first rear wheel yaw moment is equal to the first longitudinal force on the first rear wheel multiplied by the first lever arm, the first lever arm is determined by the geometric position of the first rear wheel, the rear axle steering angle, the vehicle track width and the vehicle wheelbase, and the first longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle and the wheel radius; The second rear wheel yaw moment is equal to the second longitudinal force on the second rear wheel multiplied by the second lever arm, the second lever arm is determined by the geometric position of the second rear wheel, the rear axle steering angle, the vehicle track width and the vehicle wheelbase, and the second longitudinal force is determined by the rear axle longitudinal moment, the number of motors on the rear axle and the wheel radius.

4. The method according to claim 3, wherein The determining the front axle yaw moment by the front axle longitudinal moment, the front axle steering angle, the number of motors on the front axle, the wheel radius, the vehicle track width and the vehicle wheelbase includes: The yaw moment of the front axle is equal to the yaw moment of the first front wheel minus the yaw moment of the second front wheel; the yaw moment of the first front wheel is the yaw moment received by the first front wheel among the two front wheels with the rotation direction facing the outside of the vehicle; the second yaw moment is the yaw moment received by the second front wheel among the two front wheels with the rotation direction facing the inside of the vehicle; The yaw moment of the first front wheel is equal to the third longitudinal force on the first front wheel multiplied by the third force arm, and the third force arm is determined by the geometric position of the first front wheel, the front axle steering angle, the vehicle track width, and the vehicle wheelbase, and the third longitudinal force is determined by the front axle longitudinal moment, the number of motors on the front axle, and the wheel radius; The yaw moment of the second front wheel is equal to the fourth longitudinal force on the second front wheel multiplied by the fourth force arm, and the fourth force arm is determined by the geometric position of the second front wheel, the front axle steering angle, the vehicle track width, and the vehicle wheelbase, and the fourth longitudinal force is determined by the front axle longitudinal moment, the number of motors on the front axle, and the wheel radius.

5. The method according to any one of claims 1 to 4, characterized in that, Controlling the steering of the vehicle according to the front axle longitudinal moment and the rear axle longitudinal moment includes: Controlling the vehicle to rotate around the center of a circle according to the front axle longitudinal moment and the rear axle longitudinal moment, and the center of the circle is the geometric center of the cuboid formed by the centers of the four wheels.

6. The method according to any one of claims 1-4, characterized in that Obtaining the expected yaw angular velocity includes: Obtaining the depression depth of the accelerator pedal; Determining the expected yaw angular velocity according to the pedal depth.

7. The method according to claim 6, characterized in that, The method further includes: Obtaining a road image where the vehicle is located; Determining the road surface adhesion grade according to the road image; Correspondingly, determining the expected yaw angular velocity according to the pedal depth includes: Determining the expected yaw angular velocity according to the pedal depth and the road surface adhesion grade.

8. A vehicle control device, characterized in that, The method includes: An acquisition module, configured to acquire an expected yaw angular velocity, an actual yaw angular velocity, a front axle steering angle, and a rear axle steering angle during the adjustment process of vehicle U-turn, rotation, or steering; A first determination module, configured to determine a target yaw moment according to the difference between the actual yaw angular velocity and the expected yaw angular velocity; A second determination module, configured to determine a front axle longitudinal moment and a rear axle longitudinal moment according to the target yaw moment, the front axle steering angle, the rear axle steering angle, the number of motors on the front axle, and the number of motors on the rear axle, where the total number of the number of motors on the front axle and the number of motors on the rear axle is greater than 1 and less than 4; A control module, configured to control the steering of the vehicle according to the front axle longitudinal moment and the rear axle longitudinal moment.

9. A controller, characterized in that, Including: A memory, a processor; The memory stores computer execution instructions; The processor executes the computer execution instructions stored in the memory, so that the processor executes the method according to any one of claims 1-7.

10. A vehicle, characterized in that, Including a controller, and the controller is configured to execute the method according to any one of claims 1-7.

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