Vehicle, control method, device and system thereof, storage medium and controller

Abstract

The invention discloses a vehicle, a control method, device and system of the vehicle, a storage medium and a controller, and the control method of the vehicle comprises the steps that in response to a vehicle U-turn request, driving wheels and non-driving wheels are determined, and the target rotation angle of each driving wheel and the target vertical force of each wheel are determined, the target vertical force of the non-driving wheel is smaller than the target vertical force of the driving wheel; braking the non-driving wheel, controlling the driving wheel to rotate to a corresponding target rotating angle, and adjusting the vertical force distribution of the corresponding wheel according to the target vertical force; and determining target driving force of each driving wheel according to the target rotation angle and the target vertical force, and driving the corresponding driving wheel according to the target driving force. According to the method, an active suspension technology can be combined, in the turning process of the vehicle, the vertical force of the whole vehicle is redistributed, abrasion to brake wheels can be reduced, rear wheels can be added to serve as driving wheels so as to reduce the turning radius, and then the vehicle can better achieve in-situ turning.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle and a control method, device, system, storage medium, and controller thereof. Background Art

[0002] In the related art, when a vehicle makes a U-turn, it relies on the clamping and releasing action of the EPB (Electrical Park Brake) to complete a pivotal U-turn or a quasi-pivotal U-turn. However, this technology causes severe wear on the tire on the moving side, making it unsuitable for frequent use or expensive to use. Summary of the Invention

[0003] The present invention aims to at least partially address one of the technical problems in the related art. To this end, the present invention provides a vehicle, a control method, a device, a system, a storage medium, and a controller thereof, to reduce wheel wear during pivot-like U-turns.

[0004] In a first aspect, an embodiment of the present invention proposes a vehicle control method, comprising: in response to a vehicle U-turn request, determining driving wheels and non-driving wheels, and determining a target turning angle of each driving wheel and a target vertical force of each wheel, wherein the target vertical force of the non-driving wheel is less than the target vertical force of the driving wheel; braking the non-driving wheels, controlling the driving wheels to turn to corresponding target turning angles, and adjusting the vertical force distribution of corresponding wheels according to the target vertical forces; determining a target driving force of each driving wheel according to the target turning angle and the target vertical force, and driving the corresponding driving wheels according to the target driving force.

[0005] In addition, the vehicle control method according to the embodiment of the present invention may also have the following additional technical features:

[0006] According to one embodiment of the present invention, during the vehicle U-turn process, the method further includes: if the vehicle speed is less than a preset speed threshold, controlling the vehicle to continue the U-turn; if the vehicle speed is greater than or equal to the preset speed threshold, controlling the vehicle to end the U-turn process.

[0007] According to one embodiment of the present invention, in response to a vehicle U-turn request, determining the driven wheels and non-driven wheels includes: if the vehicle U-turn request is a clockwise U-turn in reverse gear, determining that the driven wheels are the right front wheel and the left rear wheel, and the non-driven wheels are the left front wheel and the right rear wheel; if the vehicle U-turn request is a clockwise U-turn in forward gear, determining that the driven wheels are the left front wheel and the right rear wheel, and the non-driven wheels are the right front wheel and the left rear wheel; if the vehicle U-turn request is a counterclockwise U-turn in forward gear, determining that the driven wheels are the right front wheel and the left rear wheel, and the non-driven wheels are the left front wheel and the right rear wheel; if the vehicle U-turn request is a counterclockwise U-turn in reverse gear, determining that the driven wheels are the left front wheel and the right rear wheel, and the non-driven wheels are the right front wheel and the left rear wheel.

[0008] According to one embodiment of the present invention, determining the target vertical force of each wheel includes: determining that the target vertical force of each driving wheel takes a value within the range of [M / 4, M / 2], and the target vertical force of each non-driving wheel takes a value within the range of [0, M / 4], and the sum of the target vertical forces of the driving wheel and the non-driving wheel is M, where M is the mass of the vehicle.

[0009] According to one embodiment of the present invention, determining the target vertical force of each wheel includes: determining the sum of the target vertical forces of the driving wheels to be M, and determining the sum of the target vertical forces of the non-driving wheels to be 0.

[0010] According to one embodiment of the present invention, determining the target driving force of each driving wheel based on the target steering angle and the target vertical force includes: determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel; determining the minimum driving force of each driving wheel based on the target steering angle and the target vertical force of the non-driving wheel; and determining that the target driving force of each driving wheel is between the maximum driving force and the minimum driving force of the corresponding driving wheel.

[0011] According to one embodiment of the present invention, determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel includes: calculating a first product of the target vertical force of the driving wheel and a road adhesion coefficient of the road surface on which the driving wheel is located, and using the first product as the maximum driving force of the driving wheel.

[0012] According to one embodiment of the present invention, determining the minimum driving force of each driving wheel based on the target turning angle and the target vertical force of the non-driving wheel includes: respectively calculating the second product of the target vertical force of each non-driving wheel and the road adhesion coefficient of the road surface on which the non-driving wheel is located, and calculating a first sum of all the second products; respectively calculating the second sum of the target turning angle of each driving wheel and a preset angle, and calculating a third sum of all the second sums, wherein the preset angle is the angle between the line connecting the diagonal wheels of the vehicle and the side of the vehicle; respectively calculating the cosine value of each second sum and calculating the sine value of the third sum; and taking the ratio of the product of the cosine value and the first sum to the sine value as the minimum driving force of the diagonal wheel of the driving wheel corresponding to the cosine value.

[0013] According to one embodiment of the present invention, the driving of the corresponding driving wheels according to the target driving force includes: if the vehicle U-turn request is a clockwise U-turn in the reverse gear, driving the right front wheel in reverse according to the target driving force of the right front wheel, and driving the left rear wheel forward according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a clockwise U-turn in the forward gear, driving the left front wheel forward according to the target driving force of the left front wheel, and driving the right rear wheel in reverse according to the target driving force of the right rear wheel, until until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a counterclockwise U-turn in the forward gear, the right front wheel is driven forward according to the target driving force of the right front wheel, and the left rear wheel is driven reversely according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a counterclockwise U-turn in the reverse gear, the left front wheel is driven reversely according to the target driving force of the left front wheel, and the right rear wheel is driven forward according to the target driving force of the right rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn.

[0014] According to one embodiment of the present invention, in the process of driving the corresponding driving wheels according to the target driving force, the method further includes: if the throttle depth of the vehicle is greater than a preset depth threshold, or the vehicle U-turn request is detected, continuing to drive the corresponding driving wheels according to the target driving force; if the throttle depth of the vehicle is less than or equal to the preset depth threshold and the vehicle U-turn request is not detected, controlling the vehicle to end the U-turn process.

[0015] According to one embodiment of the present invention, after the driving of the corresponding driving wheels according to the target driving force is completed, the method further includes: controlling the active suspension to restore the vertical force of each wheel, and ending the braking of the non-driving wheels and controlling the driving wheels to return to the straight position.

[0016] In a second aspect, an embodiment of the present invention proposes a vehicle control device, comprising: a first determination module, for determining the driving wheels and non-driving wheels in response to a vehicle U-turn request, and determining the target turning angle of each driving wheel and the target vertical force of each wheel; a first control module, for guiding the non-driving wheels, and controlling the driving wheels to turn to the corresponding target turning angle, and adjusting the vertical force distribution of the corresponding wheels according to the target vertical force; a second determination module, for determining the target driving force of each driving wheel according to the target turning angle and the target vertical force; and a second control module, for driving the corresponding driving wheels according to the target driving force.

[0017] In a third aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the above-mentioned vehicle control method is implemented.

[0018] In a fourth aspect, an embodiment of the present invention proposes a controller comprising a memory, a processor, and a computer program stored in the memory, wherein when the computer program is executed by the processor, the above-mentioned vehicle control method is implemented.

[0019] In the fifth aspect, an embodiment of the present invention proposes a vehicle control system, comprising: an active suspension, a braking subsystem, a steering subsystem, a drive subsystem, and a control device or controller of the above-mentioned vehicle; wherein the drive subsystem comprises a first motor and a second motor, the first motor is used to drive the front wheels of the vehicle, and the second motor is used to drive the rear wheels of the vehicle; the control device or the controller is used to control the braking subsystem to brake the non-driven wheels, and control the steering subsystem to turn the driving wheels to the corresponding target turning angles, control the active suspension to adjust the vertical force distribution of the corresponding wheels according to the target vertical force, and respectively control the first motor and the second motor to drive the corresponding driving wheels according to the corresponding target driving forces.

[0020] In a sixth aspect, an embodiment of the present invention provides a vehicle, comprising: the above-mentioned vehicle control system.

[0021] The vehicle and its control method, device, system, storage and medium, and controller of the embodiments of the present invention can be combined with active suspension technology to redistribute the vertical force of the entire vehicle during the vehicle's U-turn, thereby reducing wear on the brake wheels and adding the rear wheels as drive wheels to reduce the turning radius, thereby enabling the vehicle to better perform a quasi-on-the-spot U-turn.

[0022] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0024] FIG2( a ) is a schematic diagram of a U-turn scenario according to a first example of the present invention;

[0025] FIG2( b ) is a schematic diagram of a U-turn scenario according to a second example of the present invention;

[0026] FIG2( c ) is a schematic diagram of a U-turn scenario according to a third example of the present invention;

[0027] FIG2( d ) is a schematic diagram of a U-turn scenario according to a fourth example of the present invention;

[0028] Figure 3 Schematic diagram of the forces acting on the driving wheel according to one embodiment of the present invention;

[0029] Figure 4 This is the force analysis diagram corresponding to the U-turn scenario shown in Figure 2(a);

[0030] Figure 5 1 is a schematic structural diagram of a method for controlling a vehicle according to an embodiment of the present invention;

[0031] Figure 6 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0032] Figure 7 is a structural block diagram of a vehicle control device according to an embodiment of the present invention;

[0033] Figure 8 is a structural block diagram of a controller according to an embodiment of the present invention;

[0034] Figure 9 is a structural block diagram of a vehicle control system according to an embodiment of the present invention;

[0035] Figure 10 4 is a structural block diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0036] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0037] The following describes a vehicle and its control method, device, system, storage medium, and controller according to embodiments of the present invention with reference to the accompanying drawings.

[0038] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present invention.

[0039] like Figure 1 As shown, the vehicle control method includes:

[0040] S1, in response to a vehicle U-turn request, determining driving wheels and non-driving wheels, and determining a target turning angle of each driving wheel and a target vertical force of each wheel, wherein the target vertical force of the non-driving wheels is smaller than the target vertical force of the driving wheels.

[0041] Specifically, after the vehicle's U-turn assist function is enabled, the vehicle's U-turn request can be determined based on the vehicle's steering wheel rotation information, gear position information, and other information. For example, if the vehicle's steering wheel turns left and the gear is in reverse, the vehicle's U-turn request is determined to be a reverse clockwise U-turn; if the vehicle's steering wheel turns right and the gear is in forward, the vehicle's U-turn request is determined to be a forward clockwise U-turn; if the vehicle's steering wheel turns left and the gear is in forward, the vehicle's U-turn request is determined to be a forward counterclockwise U-turn; and if the vehicle's steering wheel turns right and the gear is in reverse, the vehicle's U-turn request is determined to be a reverse counterclockwise U-turn. To improve the reliability of determining a vehicle's U-turn request, not only the steering direction of the steering wheel but also the steering wheel angle must be determined. For example, when the steering wheel angle is greater than a preset threshold (which can be set as needed, such as 160°), it is determined that the driver has a U-turn request. The U-turn request category is then determined based on the steering wheel and gear position information.

[0042] Among them, the U-turn assistance function can be activated on the vehicle terminal (PAD). For example, the U-turn assistance function button can be clicked on the system operation interface on the PAD to activate the U-turn assistance function.

[0043] In some embodiments of the present invention, in response to a vehicle U-turn request, the driven wheels and non-driven wheels are determined, including: if the vehicle U-turn request is a clockwise U-turn in reverse gear, the driven wheels are determined to be the right front wheel and the left rear wheel, and the non-driven wheels are determined to be the left front wheel and the right rear wheel, see Figure 2(a); if the vehicle U-turn request is a clockwise U-turn in forward gear, the driven wheels are determined to be the left front wheel and the right rear wheel, and the non-driven wheels are determined to be the right front wheel and the left rear wheel, see Figure 2(b); if the vehicle U-turn request is a counterclockwise U-turn in forward gear, the driven wheels are determined to be the right front wheel and the left rear wheel, and the non-driven wheels are determined to be the left front wheel and the right rear wheel, see Figure 2(c); if the vehicle U-turn request is a counterclockwise U-turn in reverse gear, the driven wheels are determined to be the left front wheel and the right rear wheel, and the non-driven wheels are determined to be the right front wheel and the left rear wheel, see Figure 2(d).

[0044] After determining the driven and non-driven wheels, a first preset correspondence (which may have been previously determined and stored through testing) can be queried based on the vehicle's surroundings (including its relative position to obstacles and the presence of collision risk) and the slope of the road. This can be used as the initial driving wheel angle for the U-turn by querying a first preset correspondence. For example, if the vehicle's surroundings are safe and there is no collision risk, the vehicle can be determined to meet the requirements for a pivotal or quasi-pivotal U-turn. In this case, the target angle for each driving wheel can be determined by querying the first preset correspondence. In some examples, the target driving wheel angle can also be determined directly based on the steering wheel angle.

[0045] At the same time, a second preset corresponding relationship can also be searched (which can be obtained and stored in advance through experiments). For example, the second preset corresponding relationship can be searched according to the target turning angle to obtain the target suspension height of each wheel, and then the target vertical force of each wheel can be obtained according to the target suspension height.

[0046] In some embodiments of the present invention, determining the target vertical force of each wheel includes: determining that the target vertical force of each driving wheel takes a value within the range of [M / 4, M / 2], and the target vertical force of each non-driving wheel takes a value within the range of [0, M / 4], and the sum of the target vertical forces of the driving wheels and the non-driving wheels is M, where M is the mass of the vehicle.

[0047] Specifically, if the total weight of the vehicle is M, the four wheels should originally share The vertical force is used as the supporting force of the whole vehicle. Figure 2(a)-Figure 2(d) After the non-driven wheels are identified, they need to be braked. For example, to fully brake the non-driven wheels, the brake wheel suspension can be raised to reduce wear on the braked wheels. At this point, the majority of the vertical force is accumulated on the two driven wheels, meaning the sum of the vertical forces on the two driving wheels is approximately equal to M, and the vertical forces on the two non-driven wheels are approximately equal to 0. The vehicle can be roughly modeled as a pair of casters. The braked wheels are lifted, exerting very little vertical force, serving only as support. Conversely, the vertical forces on the driving wheels are large, reducing slip and, consequently, wheel wear during U-turns. Furthermore, to ensure vehicle stability during U-turns, the vertical forces can be evenly distributed between the two diagonally opposite wheels. Based on this, the target vertical forces for each driving wheel can be set within the range of [M / 4, M / 2], and the target vertical forces for each non-driven wheel can be set within the range of [0, M / 4]. In some examples, the sum of the target vertical forces for the driving wheels can be set to M, such as M / 2, and the sum of the target vertical forces for the non-driven wheels can be set to 0, such as 0.

[0048] S2: Braking the non-driving wheels and controlling the driving wheels to rotate to the corresponding target angles, and adjusting the vertical force distribution of the corresponding wheels according to the target vertical force.

[0049] Specifically, the non-driven wheels can be braked by the vehicle's braking system (including disc brakes IPB), such as braking the non-driven wheels, and the driven wheels can be turned to the corresponding target angle through the vehicle's steering system, and the vertical force distribution of the corresponding wheels can be adjusted according to the target vertical force through the vehicle's active suspension.

[0050] S3, determining a target driving force of each driving wheel according to the target turning angle and the target vertical force, and driving the corresponding driving wheel according to the target driving force.

[0051] For example, consider the U-turn request shown in Figure 2(a). The vehicle is preparing to make a clockwise U-turn in reverse gear, with its front wheels turned left and the rear wheels in the same direction. To perform the U-turn, the left front and right rear suspensions are first raised, and the left front and right rear wheels are braked. Then, leveraging the vehicle's dual motors, the front motor rotates in the reverse direction and the rear motor rotates forward. The power of both motors is increased based on the target driving force, causing the vehicle to rotate clockwise. This completes the U-turn by achieving the target wheel position and state (at which point the vehicle's orientation may be opposite to the initial turn direction).

[0052] The vehicle's control method, combined with active suspension technology, redistributes the vertical force of the entire vehicle during a U-turn, reducing wear on the brake wheels. The rear wheels can be added as drive wheels to reduce the turning radius, thereby enabling the vehicle to better achieve a quasi-on-the-spot U-turn.

[0053] In some embodiments of the present invention, during a vehicle U-turn, the method further includes: if the vehicle speed is less than a preset speed threshold, controlling the vehicle to continue turning; if the vehicle speed is greater than or equal to the preset speed threshold, controlling the vehicle to end the U-turn process.

[0054] To improve the safety of U-turns, the vehicle's speed must be kept as low as possible. For pivoting or quasi-pivoting U-turns, the speed must be zero. To ensure this, the vehicle's speed is monitored in real time during the U-turn process and is required to be below a preset speed threshold, such as 12 km / h. If the speed is detected to be greater than or equal to the preset speed threshold, the U-turn control is terminated and the U-turn assist function is disabled.

[0055] In some embodiments of the present invention, the target driving force of each driving wheel is determined based on the target turning angle and the target vertical force, including: determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel; determining the minimum driving force of each driving wheel based on the target turning angle and the target vertical force of the non-driving wheel; and determining that the target driving force of each driving wheel is between the maximum driving force and the minimum driving force of the corresponding driving wheel.

[0056] In some examples, determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel includes: calculating a first product of the target vertical force of the driving wheel and a road adhesion coefficient of the road surface on which the driving wheel is located, and using the first product as the maximum driving force of the driving wheel.

[0057] Specifically, taking the situation shown in Figure 2(a) as an example, when the vehicle is preparing to make a U-turn, the left front wheel suspension and the right rear wheel suspension are raised, and the left front wheel brake and the right rear wheel brake are activated at the same time, so that the diagonal formed by the left front wheel and the right rear wheel on the vehicle is raised, reducing the vertical force on this diagonal, thereby increasing the vertical force on the diagonal where the right front wheel and the left rear wheel are located, thereby reducing the diagonal slip rate of the drive when making a U-turn.

[0058] The force on the driving wheel during movement is as follows Figure 3 As shown, in order to reduce the driving wheel slip rate, the corresponding tire and its ground contact surface must not slip, that is, the maximum driving force obtained on its tread cannot exceed the friction force on its tread.

[0059] F 最大驱动力 ≤f 最大摩擦力 (1)

[0060] f 最大摩擦力 =μF 垂向力 (2)

[0061] From the above formula, we can know that in order to increase the driving force without slipping, since the road adhesion coefficient μ is a hard condition of the ground and cannot be changed, the vertical force can be changed. The greater the vertical force of the tire, the greater the driving force available on the tread. The greater the tread driving force, the greater the torque of the vehicle, and the better the vehicle turning effect. Based on this, the corresponding μF of the driving wheel is 目标垂向力 As the maximum driving force of the driving wheel.

[0062] In some examples, the minimum driving force of each driving wheel is determined based on the target turning angle and the target vertical force of the non-driving wheel, including: calculating the second product of the target vertical force of each non-driving wheel and the road adhesion coefficient of the road surface on which the non-driving wheel is located, and calculating the first sum of all the second products; calculating the second sum of the target turning angle of each driving wheel and a preset angle, and calculating the third sum of all the second sums, wherein the preset angle is the angle between the line connecting the diagonal wheels of the vehicle and the side of the vehicle; calculating the cosine value of each second sum and the sine value of the third sum; and taking the ratio of the product of the cosine value and the first sum to the sine value as the minimum driving force of the diagonal wheel of the driving wheel corresponding to the cosine value.

[0063] Specifically, the mechanical analysis of the vehicle four-wheel model corresponding to Figure 2(a) is as follows: Figure 4 As shown, the useful force F of the right front wheel in the direction of rotation 2g The useful force F on the left rear wheel in the direction of rotation3g The effective torque is superimposed to obtain the effective torque M of the vehicle. 整车有效扭矩 , providing clockwise torque to the entire vehicle, thereby making the entire vehicle rotate.

[0064] M 整车有效扭矩 =F 2g *L 右前轮到旋转中心的距离 +F 3g *L 左后轮到旋转中心的距离 (3)

[0065] If the vehicle wants to keep turning in place, the resultant force of the driving components on the diagonal of the driving wheels should be as equal to 0 as possible.

[0066] F 右前轮与左后轮对角线上的合力 =F 2b +F 3b ≈0 (4)

[0067] See also Figure 4 , α2 is the target turning angle of the right front wheel, α3 is the target turning angle of the left rear wheel, β2 is the angle between the driving force of the right front wheel and its effective driving force direction, β3 is the angle between the driving force of the left rear wheel and its effective driving force direction, and γ is the angle between the line connecting the diagonal wheels of the vehicle and the side of the vehicle. Vehicle settings: the left front wheel is wheel 1, the right front wheel is wheel 2, the left rear wheel is wheel 3, and the right rear wheel is wheel 4. Among them, the diagonal line between the right front wheel and the left rear wheel, as well as the distance from each wheel to the rotation center are not in Figure 4 The winning bid was awarded.

[0068] The effective driving force (i.e. useful force) of the right front wheel and the left rear wheel can be calculated by the following formula.

[0069] F 2g =F2*cos(β2) (5)

[0070] F 3g =F3*cos(β3) (6)

[0071] M 整车抵抗扭矩 =f 左前轮胎对于整车转动的摩擦力 *L 左前轮到旋转中心的距离 +f 右后轮胎对于整车转动的摩擦力 *L 右后轮到旋转中心的距离 (7)

[0072] M 整车抵抗扭矩 <M 整车驱动旋转扭矩 (8)

[0073] M 整车驱动旋转扭矩 =F 右前轮上驱动力在旋转方向上的有用力 *L 右前轮到旋转中心的距离 +F 左后轮上驱动力在旋转方向上的有用力 *L 左后轮到旋转中心的距离 (9)

[0074] Among them, f 左前轮胎对于整车转动的摩擦力 Right now Figure 4f1, f 右后轮胎对于整车转动的摩擦力 Right now Figure 4 f4, F 右前轮上驱动力在旋转方向上的有用力 That is F 2g , F 左后轮上驱动力在旋转方向上的有用力 That is F 3g , M 整车驱动旋转扭矩 For the above M 整车有效扭矩 .

[0075] The minimum driving force of the driving wheels that rotates the vehicle can be calculated using formulas (4)-(9).

[0076] Specifically, if the vehicle turns around on the spot, that is, the entire vehicle rotates around the center of mass, it can be assumed that the distance from each wheel to the center of rotation is equal, which is half of the line connecting the diagonal wheels, denoted as s, and β2 = 90°-α2-γ, β3 = 90°-α3-γ. At this time, the entire vehicle will have friction on the non-driven wheels in the opposite direction of the rotational motion. The driving force of the right front wheel and the left rear wheel must meet a certain requirement, that is, the driving torque of the entire vehicle must be greater than the friction resistance torque of the entire vehicle in order to complete the rotation of the entire vehicle.

[0077] Based on this, from the above formula (4), we can get F2*sin(β2)=F3*sin(β3), and from the above formulas (5)-(9), we can get M 整车驱动旋转扭矩最小值 =f1*s+f4*s=F2*cos(β2)*s+F3*cos(β3)*s, combined with β2=90°-α2-γ, β3=90°-α3-γ, the solution can be obtained:

[0078] When the vehicle's driving rotation torque is minimum, Can be used as the minimum driving force for the right front wheel and left rear wheel respectively.

[0079] Among them, (f1+f4) is the first sum, (α3+γ) is the second sum of the target rotation angle of wheel No. 3 and the preset angle, (α2+γ) is the second sum of the target rotation angle of wheel No. 2 and the preset angle, (α2+α3+2γ) is the third sum of all the second sums, cos(α3+γ) is the cosine value corresponding to wheel No. 3, cos(α2+γ) is the cosine value corresponding to wheel No. 2, and sin(α2+α3+2γ) is the sine value of the above third sums.

[0080] In some embodiments of the present invention, driving the corresponding drive wheels according to the target driving force includes: referring to FIG2(a), if the vehicle U-turn request is a clockwise U-turn in reverse gear, the right front wheel is driven to rotate in reverse according to the target driving force of the right front wheel, and the left rear wheel is driven to rotate forward according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; referring to FIG2(b), if the vehicle U-turn request is a clockwise U-turn in forward gear, the left front wheel is driven to rotate forward according to the target driving force of the left front wheel, and the right rear wheel is driven to rotate in reverse according to the target driving force of the right rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn. until the vehicle's direction is opposite to the initial direction of the U-turn; see Figure 2(c), if the vehicle's U-turn request is a counterclockwise U-turn in the forward gear, the right front wheel is driven forward according to the target driving force of the right front wheel, and the left rear wheel is driven counterclockwise according to the target driving force of the left rear wheel, until the vehicle's direction is opposite to the initial direction of the U-turn; see Figure 2(d), if the vehicle's U-turn request is a counterclockwise U-turn in the reverse gear, the left front wheel is driven counterclockwise according to the target driving force of the left front wheel, and the right rear wheel is driven forward according to the target driving force of the right rear wheel, until the vehicle's direction is opposite to the initial direction of the U-turn.

[0081] 2(a) to 2(d), the front motor can be used to drive the front wheels and the rear motor can be used to drive the rear wheels until the vehicle or the wheels are at the target position. At this time, the vehicle's direction is opposite to the initial direction of the U-turn, thereby achieving a U-turn of the vehicle.

[0082] In some embodiments of the present invention, after driving the corresponding driving wheels according to the target driving force, the method further includes: controlling the active suspension to restore the vertical force of each wheel, and ending the braking of the non-driving wheels and controlling the driving wheels to return to the straight position.

[0083] In some embodiments of the present invention, during the process of driving the corresponding driving wheels according to the target driving force, the method further includes: if the throttle depth of the vehicle is greater than a preset depth threshold, or a vehicle U-turn request is detected, continuing to drive the corresponding driving wheels according to the target driving force; if the throttle depth of the vehicle is less than or equal to the preset depth threshold and no vehicle U-turn request is detected, controlling the vehicle to end the U-turn process.

[0084] In some examples, completion of driving the corresponding driving wheels according to the target driving force may refer to the successful completion of a U-turn. For example, the vehicle is initially facing due north. After obtaining the target driving force, the corresponding driving wheels are driven according to the target driving force and the U-turn is started from due north. When the vehicle turns to face due south, it is determined that the driving of the corresponding driving wheels according to the target driving force is completed, that is, the current U-turn from due north to due south is completed.

[0085] In other examples, the completion of driving the corresponding driving wheels according to the target driving force may mean the end of a U-turn process. For example, the vehicle is initially facing due north. After obtaining the target driving force, the corresponding driving wheels are driven according to the target driving force and the U-turn is started from due north. If, during the U-turn process, it is detected that the vehicle speed is greater than a preset speed threshold, or it is detected that the throttle depth is less than a preset depth threshold and no vehicle U-turn request is detected, the driving of the corresponding driving wheels according to the target driving force is stopped, and the current U-turn process is ended. At this time, it can also be considered that the driving of the corresponding driving wheels according to the target driving force is completed.

[0086] For ease of understanding, the following Figure 5 The structure shown and Figure 6 The flowchart shown describes the vehicle control method according to an embodiment of the present invention:

[0087] See also Figure 5 The U-turn assist function module is fed with throttle signals, vehicle speed signals, steering wheel rotation signals, PAD signals, gear signals, and information about the vehicle's surrounding environment. The module then calculates the four-wheel target suspension height, target driving force for each drive wheel, and target turning angle for each drive wheel based on a preset strategy, and sends these to the signal arbitration module. The function monitoring module monitors the status of the U-turn assist function module using vehicle speed signals and information about the vehicle's surrounding environment. If an abnormality is detected, it will be fed back to the PAD and a signal will be sent to the signal arbitration module. If the signal arbitration module determines that there is no abnormality based on the signal from the function monitoring module, it will pass the output of the U-turn assist function module to each actuator, including the active suspension, steering system, braking system, and drive system.

[0088] See also Figure 6 When the vehicle is powered on and the U-turn assist function is enabled, it first checks the hardware status of actuators such as the active suspension, steering system, braking system, and drive system. If a fault is detected, the U-turn assist function is directly disabled and must be enabled again on the PAD. If no fault is detected, the U-turn assist function enters standby mode.

[0089] In standby mode, Figure 5 The function monitoring module shown will perform real-time detection to check whether the driver has special U-turn requirements, whether the vehicle speed is lower than a preset speed threshold such as 12km / h, whether the actuators are in a normal responsive state, and whether the area around the vehicle is safe and there is no collision risk. If any of the conditions is negative, the system will continue to standby; if all conditions are positive, the U-turn assist function will be activated.

[0090] After activating the U-Turn Assist function, the module determines a strategy based on the environment and driver request. Based on this strategy, the module applies brakes to the non-driven wheels (e.g., locking them), uses the steering system to turn the driven wheels to the target angle, and uses the active suspension to adjust the vertical force distribution on the four wheels, thereby reducing the vertical force on the non-driven wheels and minimizing friction losses. If any of these actions fail during the U-Turn Assist function, the module aborts the U-Turn Assist function, restores the vehicle, and switches the U-Turn Assist function to a standby state. If the U-Turn Assist function completes, the module monitors the driver's request and throttle status, and redistributes the front and rear motor drive force (including reverse direction) based on the throttle depth and the U-Turn Assist function strategy. If the driver releases the throttle and no longer requests a U-Turn, the module resumes the vehicle and switches the U-Turn Assist function to a standby state. If the throttle or driver's request for a U-Turn continues until the U-Turn Assist function is complete, a U-Turn Assist function completion notification is provided via the PAD, and the module then checks whether the driver wishes to continue the U-Turn. If yes, it returns to continue responding; if not, it restores the vehicle status, including restoring the suspension to its original state, canceling the wheel brakes, straightening the wheels, and confirming that the U-turn action is completed, and then the U-turn assist function enters standby again.

[0091] In summary, the vehicle control method of the present invention, combined with active suspension technology, redistributes the vertical force of the vehicle during a U-turn, reducing wheel wear. The addition of rear-wheel steering reduces the turning radius and enables better sight-line U-turns. Furthermore, this method is applicable to various scenarios, including forward or reverse drive and braking of diagonally opposite wheels, meeting a wide range of U-turn requirements.

[0092] Figure 7 It is a structural block diagram of a vehicle control device according to an embodiment of the present invention.

[0093] like Figure 7 As shown, the vehicle control device 700 includes: a first determination module 710 , a first control module 720 , a second determination module 730 and a second control module 740 .

[0094] In this embodiment, the first determination module 710 is used to determine the driven wheels and non-driven wheels in response to a vehicle U-turn request, and determine the target turning angle of each driven wheel and the target vertical force of each wheel; the first control module 720 is used to brake the non-driven wheels, control the driving wheels to turn to the corresponding target turning angle, and adjust the vertical force distribution of the corresponding wheels according to the target vertical force; the second determination module 730 is used to determine the target driving force of each driving wheel according to the target turning angle and the target vertical force; and the second control module 740 is used to drive the corresponding driving wheel according to the target driving force.

[0095] In some embodiments of the present invention, during a vehicle U-turn, the method further includes: if the vehicle speed is less than a preset speed threshold, controlling the vehicle to continue turning; if the vehicle speed is greater than or equal to the preset speed threshold, controlling the vehicle to end the U-turn process.

[0096] In some embodiments of the present invention, in response to a vehicle U-turn request, the driven wheels and non-driven wheels are determined, including: if the vehicle U-turn request is a clockwise U-turn in reverse gear, the driven wheels are determined to be the right front wheel and the left rear wheel, and the non-driven wheels are the left front wheel and the right rear wheel; if the vehicle U-turn request is a clockwise U-turn in forward gear, the driven wheels are determined to be the left front wheel and the right rear wheel, and the non-driven wheels are the right front wheel and the left rear wheel; if the vehicle U-turn request is a counterclockwise U-turn in forward gear, the driven wheels are determined to be the right front wheel and the left rear wheel, and the non-driven wheels are the left front wheel and the right rear wheel; if the vehicle U-turn request is a counterclockwise U-turn in reverse gear, the driven wheels are determined to be the left front wheel and the right rear wheel, and the non-driven wheels are the right front wheel and the left rear wheel.

[0097] In some embodiments of the present invention, determining the target vertical force of each wheel includes: determining that the target vertical force of each driving wheel takes a value within the range of [M / 4, M / 2], and the target vertical force of each non-driving wheel takes a value within the range of [0, M / 4], and the sum of the target vertical forces of the driving wheels and the non-driving wheels is M, where M is the mass of the vehicle.

[0098] In some embodiments of the present invention, determining the target vertical force of each wheel includes: determining the sum of the target vertical forces of the driving wheels to be M, and determining the sum of the target vertical forces of the non-driving wheels to be 0.

[0099] In some embodiments of the present invention, the target driving force of each driving wheel is determined based on the target turning angle and the target vertical force, including: determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel; determining the minimum driving force of each driving wheel based on the target turning angle and the target vertical force of the non-driving wheel; and determining that the target driving force of each driving wheel is between the maximum driving force and the minimum driving force of the corresponding driving wheel.

[0100] In some embodiments of the present invention, determining the maximum driving force of the driving wheel based on the target vertical force of the driving wheel includes: calculating a first product of the target vertical force of the driving wheel and a road adhesion coefficient of the road surface on which the driving wheel is located, and using the first product as the maximum driving force of the driving wheel.

[0101] In some embodiments of the present invention, the minimum driving force of each driving wheel is determined based on the target turning angle and the target vertical force of the non-driving wheel, including: calculating the second product of the target vertical force of each non-driving wheel and the road adhesion coefficient of the road surface on which the non-driving wheel is located, and calculating the first sum of all the second products; calculating the second sum of the target turning angle of each driving wheel and a preset angle, and calculating the third sum of all the second sums, wherein the preset angle is the angle between the line connecting the diagonal wheels of the vehicle and the side of the vehicle; calculating the cosine value of each second sum, and calculating the sine value of the third sum; and taking the ratio of the product of the cosine value and the first sum to the sine value as the minimum driving force of the diagonal wheel of the driving wheel corresponding to the cosine value.

[0102] In some embodiments of the present invention, driving the corresponding drive wheels according to the target driving force includes: if the vehicle U-turn request is a clockwise U-turn in reverse gear, driving the right front wheel in reverse according to the target driving force of the right front wheel, and driving the left rear wheel forward according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a clockwise U-turn in forward gear, driving the left front wheel forward according to the target driving force of the left front wheel, and driving the right rear wheel in reverse according to the target driving force of the right rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a counterclockwise U-turn in forward gear, driving the right front wheel forward according to the target driving force of the right front wheel, and driving the left rear wheel in reverse according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; if the vehicle U-turn request is a counterclockwise U-turn in reverse gear, driving the left front wheel in reverse according to the target driving force of the left front wheel, and driving the right rear wheel forward according to the target driving force of the right rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn.

[0103] In some embodiments of the present invention, during the process of driving the corresponding driving wheels according to the target driving force, the method further includes: if the throttle depth of the vehicle is greater than a preset depth threshold, or a vehicle U-turn request is detected, then continuing to drive the corresponding driving wheels according to the target driving force; if the throttle depth of the vehicle is less than or equal to the preset depth threshold and no vehicle U-turn request is detected, then controlling the vehicle to end the U-turn process.

[0104] In some embodiments of the present invention, after driving the corresponding driving wheels according to the target driving force, the first control module 720 also controls the active suspension to restore the vertical force of each wheel, and ends braking the non-driving wheels and controls the driving wheels to return to the straight position.

[0105] It should be noted that, for other specific implementations of the vehicle control device 700 according to the embodiment of the present invention, reference may be made to the specific implementations of the vehicle control method according to the above embodiment of the present invention.

[0106] The vehicle control device in this embodiment, combined with active suspension technology, redistributes vertical forces during U-turns, reducing wheel wear. The addition of rear-wheel steering reduces the turning radius and enables better sight-line U-turns. Furthermore, the device is adaptable to various scenarios, including forward or reverse drive and braking of diagonally opposite wheels, meeting diverse U-turn requirements.

[0107] Based on the vehicle control method of the above embodiment, the present invention proposes a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the vehicle control method of the above embodiment is implemented.

[0108] Figure 8 4 is a structural block diagram of a controller according to an embodiment of the present invention.

[0109] like Figure 8 As shown, controller 800 includes a processor 801 and a memory 803. Processor 801 and memory 803 are connected via a bus 802. Optionally, controller 800 may also include a transceiver 804. It should be noted that in practical applications, the number of transceivers 804 is not limited to one, and the structure of controller 800 does not constitute a limitation on the embodiments of the present invention.

[0110] The processor 801 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor 801 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0111] The bus 802 may include a path for transmitting information between the above components. The bus 802 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 802 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0112] The memory 803 is used to store a computer program corresponding to the vehicle control method of the above embodiment of the present invention, and the computer program is controlled and executed by the processor 801. The processor 801 is used to execute the computer program stored in the memory 803 to implement the content shown in the above method embodiment.

[0113] The controller 800 includes but is not limited to: an on-board terminal such as an electronic control unit of a vehicle. Figure 8 The controller 800 shown is only an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0114] Figure 9 It is a structural block diagram of a vehicle control system according to an embodiment of the present invention.

[0115] like Figure 9 As shown, the vehicle control system 900 includes: an active suspension 910, a braking subsystem 920, a steering subsystem 930, a driving subsystem 940, and the above-mentioned vehicle control device 700 or controller 800 ( Figure 9 (For example, the controller 800 is included).

[0116] In this embodiment, see Figure 9 The drive subsystem 940 includes a first motor 941 and a second motor 942. The first motor 941, i.e., the aforementioned front motor, is used to drive the front wheels of the vehicle; the second motor 942, i.e., the aforementioned rear motor, is used to drive the rear wheels of the vehicle. The control device 700 or controller 800 is used to control the braking subsystem to brake the non-driven wheels, control the steering subsystem to turn the driven wheels to the corresponding target angle, control the active suspension to adjust the vertical force distribution of the corresponding wheels according to the target vertical force, and control the first motor and the second motor to drive the corresponding driven wheels according to the corresponding target driving force.

[0117] Figure 10 4 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0118] like Figure 10 As shown, the vehicle 1000 includes: the vehicle control system 1000 of the above embodiment.

[0119] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device), or in conjunction with such instruction execution system, apparatus, or device. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0120] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0121] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0122] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0123] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0124] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0125] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0126] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: In response to a vehicle U-turn request, determining a driven wheel and a non-driven wheel, and determining a target turning angle of each driven wheel and a target vertical force of each wheel, wherein the target vertical force of the non-driven wheel is smaller than the target vertical force of the driven wheel; braking the non-driving wheels, controlling the driving wheels to rotate to corresponding target angles, and adjusting vertical force distribution of corresponding wheels according to the target vertical force; A target driving force of each driving wheel is determined according to the target rotation angle and the target vertical force, and the corresponding driving wheel is driven according to the target driving force.

2. The vehicle control method according to claim 1, characterized in that: During the vehicle U-turn process, the method further includes: If the speed of the vehicle is less than the preset speed threshold, controlling the vehicle to continue turning around; If the vehicle speed is greater than or equal to the preset speed threshold, the vehicle is controlled to end the U-turn process.

3. The vehicle control method according to claim 1, characterized in that: In response to a vehicle U-turn request, determining driven wheels and non-driven wheels includes: If the vehicle U-turn request is a clockwise U-turn in reverse gear, determining that the driving wheels are the right front wheel and the left rear wheel, and the non-driving wheels are the left front wheel and the right rear wheel; If the vehicle U-turn request is a clockwise U-turn in the forward gear, determining that the driving wheels are the left front wheel and the right rear wheel, and the non-driving wheels are the right front wheel and the left rear wheel; If the vehicle U-turn request is a counterclockwise U-turn in a forward gear, determining that the driving wheels are the right front wheel and the left rear wheel, and the non-driving wheels are the left front wheel and the right rear wheel; If the vehicle U-turn request is a reverse gear counterclockwise U-turn, it is determined that the driving wheels are the left front wheel and the right rear wheel, and the non-driving wheels are the right front wheel and the left rear wheel.

4. The vehicle control method according to claim 1, wherein: Determining a target vertical force for each wheel includes: Determine that the target vertical force of each driving wheel is within the range of [M / 4, M / 2], the target vertical force of each non-driving wheel is within the range of [0, M / 4], and the sum of the target vertical forces of the driving wheels and the non-driving wheels is M, where M is the mass of the vehicle.

5. The vehicle control method according to claim 4, characterized in that: Determining a target vertical force for each wheel includes: The sum of the target vertical forces of the driving wheels is determined to be M, and the sum of the target vertical forces of the non-driving wheels is determined to be 0.

6. The vehicle control method according to claim 1, characterized in that: Determining the target driving force of each driving wheel according to the target rotation angle and the target vertical force includes: determining a maximum driving force of the driving wheel according to a target vertical force of the driving wheel; determining a minimum driving force of each of the driving wheels according to the target rotation angle and the target vertical force of the non-driving wheel; The target driving force of each driving wheel is determined to be between the maximum driving force and the minimum driving force of the corresponding driving wheel.

7. The vehicle control method according to claim 6, characterized in that: The determining the maximum driving force of the driving wheel according to the target vertical force of the driving wheel includes: A first product of a target vertical force of the driving wheel and a road adhesion coefficient of a road surface on which the driving wheel is located is calculated, and the first product is used as a maximum driving force of the driving wheel.

8. The vehicle control method according to claim 6, characterized in that: Determining the minimum driving force of each driving wheel according to the target rotation angle and the target vertical force of the non-driving wheel includes: respectively calculating a second product of the target vertical force of each non-driving wheel and a road adhesion coefficient of the road surface on which the non-driving wheel is located, and calculating a first sum of all the second products; Calculating a second sum of the target turning angle of each driving wheel and a preset angle, and calculating a third sum of all the second sums, wherein the preset angle is the angle between a line connecting diagonal wheels of the vehicle and a side of the vehicle; respectively calculating the cosine value of each of the second sum values ​​and the sine value of the third sum value; The ratio of the product of the cosine value and the first sum value to the sine value is used as the minimum driving force of the diagonal wheel of the driving wheel corresponding to the cosine value.

9. The vehicle control method according to claim 3, characterized in that: The driving of the corresponding driving wheel according to the target driving force includes: If the vehicle U-turn request is a clockwise U-turn in reverse gear, driving the right front wheel in reverse according to the target driving force of the right front wheel, and driving the left rear wheel in forward rotation according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial U-turn direction; If the vehicle U-turn request is a clockwise U-turn in the forward gear, the left front wheel is driven to rotate forward according to the target driving force of the left front wheel, and the right rear wheel is driven to rotate counterclockwise according to the target driving force of the right rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; If the vehicle U-turn request is a counterclockwise U-turn in the forward gear, the right front wheel is driven forward according to the target driving force of the right front wheel, and the left rear wheel is driven counterclockwise according to the target driving force of the left rear wheel, until the direction of the vehicle is opposite to the initial direction of the U-turn; If the vehicle U-turn request is a counterclockwise U-turn in reverse gear, the left front wheel is driven counterclockwise according to the target driving force of the left front wheel, and the right rear wheel is driven forward according to the target driving force of the right rear wheel until the direction of the vehicle is opposite to the initial U-turn direction.

10. The vehicle control method according to claim 9, characterized in that: During the process of driving the corresponding driving wheel according to the target driving force, the method further includes: If the throttle depth of the vehicle is greater than a preset depth threshold, or a U-turn request of the vehicle is detected, continuing to drive the corresponding driving wheel according to the target driving force; If the throttle depth of the vehicle is less than or equal to the preset depth threshold and the vehicle U-turn request is not detected, the vehicle is controlled to end the U-turn process.

11. The vehicle control method according to claim 9, characterized in that: After driving the corresponding driving wheel according to the target driving force is completed, the method further includes: The vertical force of each wheel is restored, the braking of the non-driving wheel is terminated, and the driving wheel is controlled to return to the straight position.

12. A vehicle control device, characterized in that: include: a first determining module, configured to determine, in response to a vehicle U-turn request, a driving wheel and a non-driving wheel, and determine a target turning angle of each driving wheel and a target vertical force of each wheel; a first control module, configured to brake the non-driven wheel, control the driven wheel to rotate to a corresponding target angle, and adjust vertical force distribution of the corresponding wheel according to the target vertical force; a second determining module, configured to determine a target driving force of each driving wheel according to the target rotation angle and the target vertical force; The second control module is configured to drive the corresponding driving wheel according to the target driving force.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 11 is implemented.

14. A controller comprising a memory, a processor and a computer program stored in the memory, characterized in that: When the computer program is executed by the processor, the vehicle control method according to any one of claims 1 to 11 is implemented.

15. A vehicle control system, characterized in that: include: Active suspension, braking subsystem, steering subsystem, drive subsystem, and the control device of the vehicle according to claim 12 or the controller according to claim 14; wherein, The drive subsystem includes a first motor and a second motor, the first motor is used to drive the front wheels of the vehicle, and the second motor is used to drive the rear wheels of the vehicle; The control device or the controller is used to control the braking subsystem to brake the non-driven wheel, and control the steering subsystem to turn the driving wheel to the corresponding target angle, control the active suspension to adjust the vertical force distribution of the corresponding wheel according to the target vertical force, and respectively control the first motor and the second motor to drive the corresponding driving wheel according to the corresponding target driving force.

16. A vehicle, characterized in that: include: The vehicle control system according to claim 15.

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