Vehicle control method and device

Abstract

The invention discloses a vehicle control method and device. The vehicle control method comprises the steps that the actual angle of a vehicle is determined according to actual electrical parameter values output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body of the vehicle and the direction perpendicular to the running surface of the vehicle; determining an angle limit value corresponding to the actual angle according to the angle quadrant of the actual angle; wherein the angle quadrants comprise a first quadrant and a second quadrant, the angle in the first quadrant is smaller than zero, and the angle in the second quadrant is larger than zero; according to the angle limiting value and a display limiting value of an angle quadrant where the actual angle is located, the actual angle is converted into a display angle, and the display angle is sent to a display module of the vehicle; and determining an actual rotating speed threshold value of the motor in the vehicle according to the actual angle, and controlling the motor to operate according to the actual rotating speed threshold value. According to the technical scheme, the safety of the vehicle is improved.

Description

Technical Field

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

[0002] With the development of vehicle technology, the development of industrial vehicles is also getting faster and faster. Industrial vehicles include forklifts, aerial work platforms and forklifts.

[0003] Industrial vehicles are tall and have high chassis. Improper control during turns can easily lead to a small angle between the vehicle body and the ground, or a large vertical angle between the vehicle body and the ground. This can easily cause the vehicle to roll over, posing a safety hazard. Therefore, existing vehicles suffer from poor safety. Summary of the Invention

[0004] The present invention provides a vehicle control method and device to solve the problem of poor vehicle safety.

[0005] According to one aspect of the present invention, a vehicle control method is provided, the vehicle control method comprising:

[0006] Determining the actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and a direction perpendicular to the driving surface of the vehicle;

[0007] Determining an angle limit value corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero;

[0008] converting the actual angle into a display angle according to the angle limit and a display limit of the angle quadrant in which the actual angle is located, and sending the display angle to a display module of the vehicle;

[0009] An actual speed threshold of a motor in the vehicle is determined according to the actual angle, and the motor is controlled to operate according to the actual speed threshold.

[0010] Optionally, determining an actual speed threshold of a motor in the vehicle according to the actual angle includes:

[0011] For each quadrant, dividing the quadrant into a plurality of angle ranges according to the angle limit value corresponding to the quadrant;

[0012] Determining the actual speed threshold value according to the angle range of the actual angle and the maximum allowable speed of the motor;

[0013] Controlling the operation of the motor according to the actual speed threshold includes:

[0014] When the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, the absolute value of the target speed of the motor is updated to the absolute value of the actual speed threshold, and the motor is controlled to operate according to the updated target speed.

[0015] Optionally, dividing the quadrant into a plurality of angle ranges according to the angle limits corresponding to the quadrants includes:

[0016] A range greater than zero and less than or equal to a first angle threshold is used as a first angle range; wherein the absolute value of the first angle threshold is less than the absolute value of the angle limit;

[0017] The range greater than the mth angle threshold and less than or equal to the m+1th angle threshold is taken as the m+1th angle range; wherein m is a positive integer.

[0018] Optionally, determining the actual speed threshold according to the angle range of the actual angle and the maximum allowable speed of the motor includes:

[0019] When the actual angle is within the first angle range, determining the actual speed threshold to be the maximum allowable speed;

[0020] When the actual angle is within the (m+1)th angle range, determining a minimum angle threshold and a maximum angle threshold corresponding to the actual angle according to the angle range in which the actual angle is located; wherein the minimum angle threshold corresponding to the actual angle is the minimum value of the angle range in which the actual angle is located, and the maximum angle threshold corresponding to the actual angle is the maximum value of the angle range in which the actual angle is located;

[0021] Determining a ratio of a first difference between the actual angle and the minimum angle threshold and a second difference between the maximum angle threshold and the minimum angle threshold;

[0022] Determine a product of a third difference between the set ratio value corresponding to the maximum angle threshold and the set ratio value corresponding to the minimum angle threshold and the ratio;

[0023] multiplying the sum of the product and the set proportional value corresponding to the minimum angle threshold by the maximum allowable speed to determine the actual speed threshold;

[0024] The set ratio value corresponding to the first angle threshold is 100%, and the ratio value corresponding to the angle limit is the minimum set ratio value.

[0025] Optionally, the vehicle includes two drive wheels, each of which corresponds to a motor;

[0026] When the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, updating the absolute value of the target speed of the motor to the absolute value of the actual speed threshold, and controlling the motor to operate according to the updated target speed, including:

[0027] When the vehicle turns, determining a first target driving wheel and a second target driving wheel of the two driving wheels according to the quadrant range in which the actual angle is located; wherein the turning radius of the first target driving wheel is greater than the turning radius of the second target driving wheel;

[0028] When the absolute value of the target speed of the motor corresponding to the first target driving wheel is greater than the absolute value of the actual speed threshold, updating the absolute value of the target speed of the motor corresponding to the first target driving wheel to the absolute value of the actual speed threshold, using the updated target speed as the first target speed, and controlling the operation of the motor corresponding to the first target driving wheel according to the first target speed;

[0029] The second target speed of the motor corresponding to the second target driving wheel is determined according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and the first target speed, and the operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed.

[0030] Optionally, controlling the operation of a motor corresponding to the first target driving wheel according to the first target speed includes:

[0031] When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the motor corresponding to the first target driving wheel is controlled to operate according to the first target speed and a preset deceleration;

[0032] The controlling the operation of the motor corresponding to the second target driving wheel according to the second target speed includes:

[0033] When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the second deceleration corresponding to the second target driving wheel is determined according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and a preset deceleration, and the operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed and the second deceleration.

[0034] Optionally, determining the angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located includes:

[0035] If the actual angle is greater than zero, determining that the actual angle is in the second quadrant, and using the second limit value corresponding to the second quadrant as the angle limit value corresponding to the actual angle;

[0036] If the actual angle is less than zero, determining that the actual angle is in the first quadrant, and using the first limit value corresponding to the first quadrant as the angle limit value corresponding to the actual angle;

[0037] The second limit value is greater than zero, the first limit value is less than zero, and the absolute value of the first limit value is the same as or different from the absolute value of the second limit value.

[0038] Optionally, converting the actual angle into a display angle according to the angle limit and a display limit of an angle quadrant in which the actual angle is located includes:

[0039] Dividing the angle limit corresponding to the actual angle by the display limit of the angle quadrant in which the actual angle is located to obtain a unit conversion angle; wherein the absolute value of the angle limit corresponding to the actual angle is less than or equal to the absolute value of the display limit corresponding to the actual angle;

[0040] The product of the unit conversion angle and the actual angle is used as the display angle;

[0041] The method further comprises:

[0042] If the actual angle is zero, the displayed angle is determined to be zero.

[0043] Optionally, before determining the actual angle of the vehicle according to the actual electrical parameter value output by the angle sensor on the vehicle, the method further includes:

[0044] Determining a preset correspondence relationship according to a plurality of preset angles and an electrical parameter value corresponding to each of the preset angles; wherein the plurality of preset angles include zero degrees, a first limit value of the first quadrant, and a second limit value of the second quadrant;

[0045] Determining the actual angle of the vehicle according to the actual electrical parameter value output by the angle sensor on the vehicle includes:

[0046] The actual angle of the vehicle is determined according to the actual electrical parameter value and the preset corresponding relationship.

[0047] Optionally, determining the actual angle according to the actual electrical parameter value and the preset correspondence includes:

[0048] In the current angle determination cycle, the initial angle corresponding to the current angle determination cycle is determined based on the actual electrical parameter value and the preset correspondence, and the average value of the initial angle of the current angle determination cycle and the initial angles corresponding to a preset number of historical angle determination cycles is used as the actual angle.

[0049] Optionally, the method further includes:

[0050] When the difference between the absolute value of the actual angle and the absolute value of the corresponding angle limit is greater than the deviation threshold for a time period greater than a preset time period, a fault prompt message is issued.

[0051] According to another aspect of the present invention, a vehicle control device is provided, the vehicle control device comprising:

[0052] an actual angle determination module, configured to determine the actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and the vehicle's running surface;

[0053] an angle limit determination module, configured to determine an angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero;

[0054] a display angle determination module, configured to convert the actual angle into a display angle according to the angle limit value and a display limit value of the angle quadrant in which the actual angle is located, and send the display angle to a display module of the vehicle;

[0055] A motor control module is configured to determine an actual speed threshold of a motor in the vehicle according to the actual angle, and control the operation of the motor according to the actual speed threshold.

[0056] The technical solution of the embodiment of the present invention is to determine the actual angle of the vehicle based on the actual electrical parameter value output by the angle sensor on the vehicle, and determine the angle limit corresponding to the actual angle based on the angle quadrant in which the actual angle is located. Therefore, the actual angle can be converted into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located, thereby avoiding the asymmetry of the left and right angle limits of the vehicle body. When the actual angle is directly displayed, it is difficult for the driver to determine whether the limit has been reached, and the driver may continue to turn the steering wheel when turning, resulting in a greater safety hazard. Displaying the display angle can intuitively determine whether the limit has been reached, which is conducive to improving user experience and improving vehicle driving safety. After determining the actual angle, the actual speed threshold of the motor can be determined based on the actual angle, and the motor operation can be controlled based on the actual speed threshold to avoid the motor maintaining a high speed when the vehicle body tilt angle (actual angle) is large, which can reduce safety hazards and improve the safety of the vehicle when turning.

[0057] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0059] Figure 1 is a flow chart of a vehicle control method provided by an embodiment of the present invention;

[0060] Figure 2 This is a schematic diagram of the angle quadrants of a vehicle provided by an embodiment of the present invention;

[0061] Figure 3 is a flow chart of another vehicle control method provided by an embodiment of the present invention;

[0062] Figure 4 is a schematic diagram of angle quadrants of another vehicle provided by an embodiment of the present invention;

[0063] Figure 5 This is a schematic diagram of a vehicle turning provided by an embodiment of the present invention;

[0064] Figure 6 is a flow chart of another vehicle control method provided by an embodiment of the present invention;

[0065] Figure 7It is a structural schematic diagram of a vehicle control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0066] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0067] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0068] An embodiment of the present invention provides a vehicle control method, wherein the vehicle includes an industrial vehicle, such as a forklift, an aerial work platform, and a shovel. The vehicle control method can be executed by a vehicle control device, which is a controller of the vehicle, or the vehicle controller includes the vehicle control device.

[0069] Figure 1 This is a flow chart of a vehicle control method provided by an embodiment of the present invention, with reference to Figure 1 , the vehicle control method includes:

[0070] S101. Determine an actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and a direction perpendicular to a running surface of the vehicle.

[0071] The vehicle is equipped with an angle sensor that can detect the angle of the vehicle body and output a corresponding electrical parameter value. The electrical parameter value can be a voltage value or a current value, which is not limited in this embodiment. The vehicle's driving surface can be the ground. When the vehicle is driving normally, the body is perpendicular to the driving surface and the body angle is zero.

[0072] Specifically, when the vehicle is running, the actual electrical parameter value output by the angle sensor is obtained, and the actual angle corresponding to the actual electrical parameter value is determined based on the corresponding relationship between the actual electrical parameter value and the angle between the vehicle body and the direction perpendicular to the vehicle's running surface. The actual angle can be positive or negative. For example, in the direction along the vehicle body pointing to the front of the vehicle, when the vehicle body is tilted to the right, the actual angle is positive, and when the vehicle body is tilted to the left, the actual angle is negative. The smaller the absolute value of the actual angle, the smaller the degree of tilt of the vehicle body. The larger the absolute value of the actual angle, the greater the degree of tilt of the vehicle body, and the closer the vehicle body is to the running surface. In some other embodiments, the actual angle can also be set to be negative when the vehicle body is tilted to the right and positive when the vehicle body is tilted to the left along the direction along the vehicle body pointing to the front of the vehicle. This is not limited in this embodiment.

[0073] S102. Determine an angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero.

[0074] in, Figure 2 is a schematic diagram of the angle quadrant of a vehicle provided by an embodiment of the present invention, such as Figure 2 As shown, the horizontal axis X represents the vehicle's driving surface, the vertical axis Y represents the direction perpendicular to the vehicle's driving surface, ① represents the first quadrant, and ② represents the second quadrant. The angle limit corresponding to the first quadrant is greater than or equal to -90° and less than 0°, and the angle limit corresponding to the second quadrant is greater than 0° and less than or equal to 90°. The absolute value of the angle limit corresponding to the first quadrant can be the same as the absolute value of the angle limit corresponding to the second quadrant. Because the maximum angles when the left and right sides of an industrial vehicle are tilted may be asymmetric, the absolute value of the angle limit corresponding to the first quadrant can be different from the absolute value of the angle limit corresponding to the second quadrant.

[0075] Specifically, by determining the angular quadrant in which the actual angle is located, and based on the angular limit corresponding to the angular quadrant in which the actual angle is located, the angular limit corresponding to the actual angle can be determined, that is, the maximum angle allowed in the current rollover direction of the vehicle body can be determined.

[0076] S103 : Convert the actual angle into a display angle according to the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to a display module of the vehicle.

[0077] The display module of the vehicle may be a display screen or a dashboard of the vehicle.

[0078] Specifically, the maximum left and right tilt angles of industrial vehicles may be asymmetrical, so the absolute values ​​of the angle limits corresponding to the first quadrant and the second quadrant may differ. Furthermore, the absolute value of the maximum angle during a rollover cannot reach 90°. If the actual angle is displayed directly, it is difficult for the driver to determine whether the limit has been reached, and they may continue to turn the steering wheel when turning, resulting in a significant safety hazard. For example, the angle limit for a vehicle to the left is -50°, and the angle limit for a vehicle to the right is 30°. If the actual angle is displayed directly, when it shows 30°, the driver cannot confirm whether the limit has been reached and may continue to turn the steering wheel, resulting in a significant safety hazard. By converting the actual angle into a display angle, the display limit for the first quadrant is -90°, and the display limit for the second quadrant is 90°. When the first quadrant angle limit is reached, the vehicle's display module displays -90°, and when the second quadrant angle limit is reached, the vehicle's display module displays 90°. This allows the driver to intuitively determine whether the limit has been reached, which helps improve user experience and vehicle driving safety.

[0079] When the display module displays the display angle, it can be displayed in the form of a needle or a number, which is not limited in this embodiment.

[0080] S104 : Determine an actual speed threshold of a motor in the vehicle according to the actual angle, and control the operation of the motor according to the actual speed threshold.

[0081] Specifically, after determining the actual angle, the actual speed threshold of the motor can be determined based on the actual angle. Thus, when the absolute value of the actual angle is large, a smaller actual speed threshold is set. This prevents the motor from maintaining a high speed when the vehicle body tilts at a large angle (actual angle), thereby reducing safety hazards and improving vehicle safety during cornering. In this way, controlling the motor operation based on the actual speed threshold can avoid the problem of excessive vehicle speed when the vehicle body tilts at a large angle (actual angle), thereby improving vehicle driving safety.

[0082] It should be noted that step S104 may be executed after step S103, step S104 may be executed simultaneously with step S102, step S104 may be executed simultaneously with step S103, or step S104 may be executed before step S102, and this embodiment does not limit this. Figure 1 FIG. 4 shows a case where step S104 is executed after step S103 , but this is not limiting.

[0083] It should be noted that after the vehicle is in operation, steps S101 to S104 are executed periodically, that is, during each control cycle, so that the actual angle is periodically determined, the displayed angle is periodically determined, and the operation of the motor is periodically controlled. In this way, the operation of the vehicle can be controlled in real time based on the actual angle of the vehicle, improving the reliability and accuracy of vehicle operation control.

[0084] The technical solution of this embodiment is to determine the actual angle of the vehicle based on the actual electrical parameter value output by the angle sensor on the vehicle, and determine the angle limit corresponding to the actual angle based on the angle quadrant in which the actual angle is located. Therefore, the actual angle can be converted into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located, thereby avoiding the asymmetry of the left and right angle limits of the vehicle body. When the actual angle is directly displayed, it is difficult for the driver to determine whether the limit has been reached, and the driver may continue to turn the steering wheel when turning, resulting in a greater safety hazard. Displaying the display angle can intuitively determine whether the limit has been reached, which is conducive to improving user experience and improving vehicle driving safety. After determining the actual angle, the actual speed threshold of the motor can be determined based on the actual angle, and the motor operation can be controlled based on the actual speed threshold to avoid the motor maintaining a high speed when the vehicle body tilt angle (actual angle) is large, which can reduce safety hazards and improve the safety of the vehicle when turning.

[0085] On the basis of the above technical solutions, Figure 3 is a flow chart of another vehicle control method provided by an embodiment of the present invention. Optionally, refer to Figure 3 , the vehicle control method includes:

[0086] S201. Determine an actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and a direction perpendicular to a running surface of the vehicle.

[0087] S202. Determine an angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero.

[0088] S203 : Convert the actual angle into a display angle according to the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to a display module of the vehicle.

[0089] S204 : For each quadrant, divide the quadrant into multiple angle ranges according to the angle limit value corresponding to the quadrant.

[0090] Specifically, for each quadrant, the range from 0° to the angle limit is divided into multiple angle ranges. This makes it easy to determine different actual speed thresholds according to different angle ranges, thereby achieving fine control of the motor.

[0091] For example, Figure 4 is another schematic diagram of the angle quadrant of a vehicle provided by an embodiment of the present invention, such as Figure 4 As shown in the figure, the horizontal axis X represents the direction of the vehicle's driving surface, the vertical axis Y represents the direction perpendicular to the vehicle's driving surface, ① represents the first quadrant, and ② represents the second quadrant. Taking the second quadrant as an example, 0 to θ1 is the first angle range, θ1 to θ2 is the second angle range, and θ2 to θ3 is the third angle range, with θ3 being the angle limit of the second quadrant. θ2 is greater than θ1, and θ3 is greater than θ2.

[0092] S205 : Determine an actual speed threshold value according to the angle range of the actual angle and the maximum allowable speed of the motor.

[0093] Specifically, the maximum allowable speed of the motor is set at the factory. Different angle ranges can correspond to different actual speed thresholds, so that when the actual angle is large, a smaller actual speed threshold can be set, thereby reducing safety hazards. When the actual angle is small, a larger actual speed threshold can be set to improve the driving experience and avoid driving too slowly. For example, when the actual angle is close to 0, the maximum allowable speed can be used as the actual speed threshold. When the actual angle is in different angle ranges, the actual speed threshold can be determined based on the maximum allowable speed and the corresponding angle range.

[0094] S206 : When the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, update the absolute value of the target speed of the motor to the absolute value of the actual speed threshold, and control the motor operation according to the updated target speed.

[0095] Specifically, when the absolute value of the motor's target speed is less than the absolute value of the actual speed threshold, the motor's operation is controlled based on the motor's target speed, such that the motor's speed approaches or equals the target speed. When the absolute value of the motor's target speed is greater than the absolute value of the actual speed threshold, it is determined that the absolute value of the motor's target speed is too large. The absolute value of the motor's target speed is then updated to the absolute value of the actual speed threshold, i.e., the absolute value of the actual speed threshold is used as the absolute value of the motor's target speed, with the sign of the motor's target speed remaining unchanged. For example, if the motor's target speed is -a, where a is a positive number, and the actual speed threshold is 2a, the motor's operation is controlled based on the motor's target speed -a. If the motor's target speed is -2a and the actual speed threshold is a, the absolute value of the motor's target speed is updated to a, with the sign of the motor's target speed remaining unchanged, and the motor's operation is controlled based on the motor's target speed -a, i.e., the motor's operation is controlled based on the updated target speed. This prevents the motor's speed from being too high, avoiding the problem of the vehicle speed being too high when turning at a large actual angle, thereby improving vehicle safety.

[0096] On the basis of the above technical solution, optionally, the quadrants are divided into multiple angle ranges according to the angle limits corresponding to the quadrants, including:

[0097] Step b1: taking a range greater than zero and less than or equal to a first angle threshold as a first angle range; wherein the absolute value of the first angle threshold is less than the absolute value of the angle limit.

[0098] Step b2: Set the range greater than the mth angle threshold and less than or equal to the m+1th angle threshold as the m+1th angle range; where m is a positive integer.

[0099] The absolute value of the (m+1)th angle threshold is greater than the absolute value of the (m)th angle threshold.

[0100] Specifically, a first angle threshold value can be preset, and the first angle threshold value is a value close to 0°. An mth angle threshold value and an m+1th angle threshold value can be preset. Multiple ratio values ​​from a minimum set ratio value (for example, any value between 10% and 40%) to 100% can also be preset, with the minimum set ratio value corresponding to the angle limit value, and 100% corresponding to the first angle threshold value. The angle threshold value corresponding to each ratio value can be determined based on the preset ratio value, the minimum set ratio value, the first angle threshold value, and the angle limit value.

[0101] For example, Figure 4As shown, taking the second quadrant as an example, the first angle threshold is preset as θ1, the second angle threshold is preset as θ2, and the third angle threshold is preset as θ3. 0 to θ1 is the first angle range, θ1 to θ2 is the second angle range, θ2 to θ3 is the third angle range, and θ3 is the angle limit of the second quadrant. Alternatively, the first angle threshold is preset as θ1, the first ratio value P1 corresponding to the first angle threshold is preset as 100%, the second ratio value P2 is preset as 40%, the third angle threshold is preset as θ3, θ3 is the angle limit of the second quadrant, and the third ratio value P3 corresponding to the third angle threshold is the minimum set ratio value. The second angle threshold θ2 can be determined based on the first angle threshold, the first ratio value corresponding to the first angle threshold, the third angle threshold, the third ratio value corresponding to the third angle threshold, and the second ratio value. For example, if the minimum set ratio value is 30%, the first angle threshold is 5°, the third angle threshold is 75°, and the second ratio value is 40%, then the second angle threshold is 65°.

[0102] Based on the above technical solution, optionally, determining the actual speed threshold according to the angle range of the actual angle and the maximum allowable speed of the motor includes:

[0103] Step b3: When the actual angle is within the first angle range, the actual speed threshold is determined to be the maximum allowable speed.

[0104] Specifically, when the actual angle is within a first angle range (i.e., greater than or equal to zero and less than or equal to a first angle threshold), it is determined that the actual angle is small and the vehicle body tilt angle is small. The motor can be controlled to operate at a maximum allowable speed as the actual speed threshold, i.e., the motor is controlled to operate at a speed less than or equal to the maximum allowable speed. This ensures vehicle safety without affecting normal driving and prevents the vehicle from slowing too much.

[0105] Step b4: When the actual angle is in the (m+1)th angle range, determine the minimum angle threshold and maximum angle threshold corresponding to the actual angle based on the angle range in which the actual angle is located; wherein the minimum angle threshold corresponding to the actual angle is the minimum value of the angle range in which the actual angle is located, and the maximum angle threshold corresponding to the actual angle is the maximum value of the angle range in which the actual angle is located.

[0106] Specifically, if the actual angle is within the m+1th angle range, that is, the actual angle is greater than the mth angle threshold and less than or equal to the m+1th angle threshold, then the minimum angle threshold corresponding to the actual angle can be determined as the mth angle threshold, and the maximum angle threshold corresponding to the actual angle can be determined as the m+1th angle threshold.

[0107] Step b5: Determine the ratio of a first difference between the actual angle and the minimum angle threshold and a second difference between the maximum angle threshold and the minimum angle threshold.

[0108] For example, if the actual angle is ang_cur, the minimum angle threshold is ang1, and the maximum angle threshold is ang2, then the first difference is ang_cur-ang1, and the second difference is ang2-ang1, then the ratio is In this way, the ratio of the actual angle within the (m+1)th angle range can be determined, facilitating the determination of the actual speed threshold corresponding to the actual angle based on the ratio. Thus, when the actual angle is greater than the first angle threshold, instead of corresponding to the same actual speed threshold for the entire angle range, each actual angle can be assigned a specific actual speed threshold, enabling more precise control of motor operation and improving vehicle control accuracy and reliability.

[0109] Step b6: Determine the product of a third difference between the set ratio value corresponding to the maximum angle threshold and the set ratio value corresponding to the minimum angle threshold and the ratio.

[0110] Specifically, the set ratio value corresponding to the maximum angle threshold is the set ratio value corresponding to the m+1th angle threshold, and the set ratio value corresponding to the minimum angle threshold is the set ratio value corresponding to the mth angle threshold. For example, if the set ratio value corresponding to the maximum angle threshold is K2 and the set ratio value corresponding to the minimum angle threshold is K1, then the third difference is K2-K1, and the product of the third difference and the ratio can be obtained as In this way, the ratio of the proportion of the actual angle in the (m+1)th angle range can be determined.

[0111] Step b7: multiply the sum of the product and the set proportional value corresponding to the minimum angle threshold by the maximum allowable speed to determine the actual speed threshold; wherein the set proportional value corresponding to the first angle threshold is 100%, and the proportional value corresponding to the angle limit is the minimum set proportional value.

[0112] For example, the sum of the product and the set ratio value corresponding to the minimum angle threshold is For example, if the maximum allowable speed is Vmax, the actual speed threshold is In this way, the actual speed threshold corresponding to the current control cycle can be determined, so that when the actual angle is greater than the first angle threshold, one angle range no longer corresponds to the same actual speed threshold, but each actual angle can correspond to an actual speed threshold, which can achieve more precise control of motor operation and improve the accuracy and reliability of vehicle control.

[0113] Optionally, when the actual angle is greater than the angle limit corresponding to the actual angle, the product of the minimum set ratio value and the maximum allowable rotational speed is used as the actual rotational speed threshold.

[0114] Specifically, when the actual angle is greater than the angle limit corresponding to the actual angle, the actual angle is too large, and the product of the minimum set ratio value and the maximum allowable speed is used as the actual speed threshold. The motor speed can be controlled to be lower, that is, the vehicle speed is lower, which can reduce the safety hazards of the vehicle.

[0115] Based on the above technical solution, optionally, the vehicle includes two drive wheels, each corresponding to a motor. The vehicle may include two drive wheels and two steering wheels. One of the two drive wheels is located on the left side of the vehicle body, and the other is located on the right side of the vehicle body.

[0116] Optionally, when the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, updating the absolute value of the target speed of the motor to the absolute value of the actual speed threshold, and controlling the motor operation according to the updated target speed, includes:

[0117] Step c1: When the vehicle turns, determine a first target driving wheel and a second target driving wheel among the two driving wheels according to the quadrant range of the actual angle; wherein the turning radius of the first target driving wheel is greater than the turning radius of the second target driving wheel.

[0118] Specifically, the quadrant in which the actual angle falls can be used to determine which side the vehicle body is leaning toward. Based on the direction of the vehicle body's lean, a first target drive wheel with a larger turning radius and a second target drive wheel with a smaller turning radius can be determined. For example, if the vehicle body is leaning to the right, the left drive wheel has a larger turning radius, while if the vehicle body is leaning to the left, the right drive wheel has a larger turning radius.

[0119] Step c2: When the absolute value of the target speed of the motor corresponding to the first target driving wheel is greater than the absolute value of the actual speed threshold, the absolute value of the target speed of the motor corresponding to the first target driving wheel is updated to the absolute value of the actual speed threshold, the updated target speed is used as the first target speed, and the operation of the motor corresponding to the first target driving wheel is controlled according to the first target speed.

[0120] Specifically, the target speed of the motor corresponding to the first target drive wheel is determined based on the travel of the vehicle's accelerator or brake pedal. When the absolute value of the target speed of the motor corresponding to the first target drive wheel is less than or equal to the absolute value of the actual speed threshold, the target speed of the motor corresponding to the first target drive wheel determined based on the travel of the vehicle's accelerator or brake pedal is used as the first target speed, and operation of the motor corresponding to the first target drive wheel is controlled based on the first target speed.

[0121] When the absolute value of the target speed of the motor corresponding to the first target driving wheel is greater than the absolute value of the actual speed threshold, the absolute value of the target speed of the motor corresponding to the first target driving wheel is updated to the absolute value of the actual speed threshold, and the updated target speed is used as the first target speed. The operation of the motor corresponding to the first target driving wheel is controlled according to the first target speed, so that the speed of the first target driving wheel will not be too large, thereby avoiding rollover of the vehicle when turning.

[0122] Step c3: determining a second target speed of the motor corresponding to the second target driving wheel according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and the first target speed, and controlling the operation of the motor corresponding to the second target driving wheel according to the second target speed.

[0123] Specifically, Figure 5 This is a schematic diagram of a vehicle turning provided by an embodiment of the present invention, such as Figure 5 As shown, the horizontal axis X represents the direction of the vehicle's driving surface, and the vertical axis Y represents the direction perpendicular to the vehicle's driving surface, that is, the direction of the vehicle body. The vehicle includes a first drive wheel 1, a second drive wheel 2, a first steering wheel 3, and a second steering wheel 4. For example, if the actual angle θ is less than 0, the first drive wheel 1 is the first target drive wheel, and the second drive wheel 2 is the second target drive wheel. The first target drive wheel and the second target drive wheel travel around the center of the circle O. The turning radius corresponding to the first target drive wheel is R1, and the turning radius corresponding to the second target drive wheel is R2. The vehicle's wheelbase is L, the wheelbase is H, and the distance between the first target drive wheel 1 and the vertical axis Y is The distance between the second target driving wheel 2 and the longitudinal axis Y is Then Figure 5 As shown, the distance R between the vehicle body and the center O can be determined according to the actual angle θ and the wheelbase H, R = cot(θ) × H, and the turning radius corresponding to the first target driving wheel is The turning radius corresponding to the second target driving wheel is

[0124] The speed of the first target driving wheel is V1, and the speed of the second target driving wheel is V2. In order to ensure that the two driving wheels rotate around the center O once in the same time, but Therefore, after determining the first target speed of the motor corresponding to the first target driving wheel, the second target speed can be determined by multiplying the first target speed of the motor corresponding to the first target driving wheel by the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel. The operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed, so that the first target driving wheel and the second target driving wheel can rotate one circle around the center O within the same time, thereby avoiding vehicle failure caused by asynchronous movement of the two driving wheels.

[0125] In this way, differential operation of the two drive wheels can be achieved, allowing the vehicle to run better.

[0126] Optionally, controlling the operation of a motor corresponding to the first target driving wheel according to the first target speed includes:

[0127] When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the operation of the motor corresponding to the first target driving wheel is controlled according to the first target speed and the preset deceleration.

[0128] Specifically, the difference between the actual speed of the motor corresponding to the first target drive wheel and the updated target speed is the difference between the actual speed of the motor corresponding to the first target drive wheel and the updated target speed. Because the vehicle is turning and needs to decelerate, the motor corresponding to the first target drive wheel is decelerated according to the preset deceleration until the speed of the first target drive wheel reaches the updated target speed.

[0129] Controlling the operation of a motor corresponding to the second target driving wheel according to the second target speed includes:

[0130] When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the second deceleration corresponding to the second target driving wheel is determined according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and the preset deceleration, and the operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed and the second deceleration.

[0131] Specifically, if the difference between the actual speed of the motor corresponding to the first target drive wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target drive wheel and the second target speed, this indicates that the speed difference of the first target drive wheel is large and requires a larger deceleration. In this case, the motor corresponding to the first target drive wheel is decelerated according to the preset deceleration. The second deceleration of the second target drive wheel is the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel multiplied by the preset deceleration. This allows the two drive wheels to achieve their respective target speeds simultaneously by applying different decelerations, thereby achieving differential operation of the two drive wheels throughout the entire turning process and better controlling vehicle operation.

[0132] Here, deceleration is negative acceleration.

[0133] In some other embodiments, when the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is less than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the second deceleration of the second target driving wheel is the preset deceleration, and the first deceleration corresponding to the first target driving wheel is the preset deceleration multiplied by the ratio of the first turning radius to the second turning radius.

[0134] When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is equal to the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the rotation speeds of the two driving wheels are both the preset deceleration.

[0135] On the basis of the above technical solutions, optionally, determining the angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located includes:

[0136] Step d1: If the actual angle is greater than zero, determine that the actual angle is in the second quadrant, and use the second limit value corresponding to the second quadrant as the angle limit value corresponding to the actual angle.

[0137] Specifically, the angle of the second quadrant is greater than zero. Therefore, if the actual angle is greater than zero, it is determined that the actual angle of the vehicle is in the second quadrant, and the second limit value corresponding to the second quadrant can be used as the angle limit value corresponding to the actual angle, thereby determining the angle limit value of the actual angle.

[0138] Step d2: If the actual angle is less than zero, determine that the actual angle is in the first quadrant, and use the first limit value corresponding to the first quadrant as the angle limit value corresponding to the actual angle; wherein the second limit value is greater than zero, the first limit value is less than zero, and the absolute value of the first limit value is the same as or different from the absolute value of the second limit value.

[0139] Specifically, the angle in the first quadrant is less than zero. Therefore, if the actual angle is less than zero, the actual angle is determined to be in the first quadrant. The first limit value corresponding to the first quadrant can be used as the angle limit value corresponding to the actual angle, thereby determining the angle limit value of the actual angle. Because the maximum angles that can be achieved by the left and right tilt of the industrial vehicle may be asymmetrical, the absolute value of the first limit value may be the same as or different from the absolute value of the second limit value.

[0140] Optionally, converting the actual angle into a display angle according to the angle limit and the display limit of the angle quadrant in which the actual angle is located includes:

[0141] Step e1: Divide the angle limit corresponding to the actual angle by the display limit of the angle quadrant in which the actual angle is located to obtain the unit conversion angle; wherein the absolute value of the angle limit corresponding to the actual angle is less than or equal to the absolute value of the display limit corresponding to the actual angle.

[0142] For example, if the actual angle is greater than zero, the actual angle is ang_cur, the angle limit corresponding to the actual angle is ang_max, and the corresponding display limit is 90°, then the unit conversion angle is For example, if the actual angle is less than zero, the actual angle is -ang_cur, the angle limit corresponding to the actual angle is -ang_max, and the corresponding display limit is -90°, then the unit conversion angle is

[0143] Step e2: multiply the unit conversion angle by the actual angle as the display angle.

[0144] For example, if the actual angle is greater than zero, the actual angle is ang_cur, and the unit conversion angle is The display angle is The display angle can be determined so that when the angle limit is reached, the display angle can reach 90° or -90°, thereby intuitively displaying the angle and allowing the driver to intuitively judge whether the lateral limit has been reached and stop turning the steering wheel.

[0145] Optionally, the vehicle control method further includes:

[0146] If the actual angle is zero, the displayed angle is determined to be zero.

[0147] Specifically, when the actual angle is zero, indicating that the vehicle body is perpendicular to the driving surface, the displayed angle is zero, allowing the driver to intuitively judge the tilt angle of the vehicle body, thereby better driving the vehicle, which is conducive to improving user experience.

[0148] On the basis of the above technical solutions, Figure 6 This is a flow chart of another vehicle control method provided by an embodiment of the present invention. Optionally, refer to Figure 6 , the vehicle control method includes:

[0149] S301. Determine a preset correspondence relationship based on a plurality of preset angles and an electrical parameter value corresponding to each preset angle; wherein the plurality of preset angles include zero degree, a first limit value of a first quadrant, and a second limit value of a second quadrant.

[0150] The preset correspondence includes a first preset correspondence for the first quadrant and a second preset correspondence for the second quadrant. The preset correspondence is a correspondence between a vehicle body angle (the angle between the vehicle body and a direction perpendicular to a driving plane of the vehicle) and an output value (electrical parameter value) of the angle sensor.

[0151] Specifically, the vehicle body is controlled to be perpendicular to the driving surface, that is, the vehicle body angle is zero degrees, and the output value of the angle sensor is obtained to obtain the output value of the angle sensor corresponding to zero degrees. The vehicle body is turned to the left as far as possible, that is, the vehicle body angle reaches the first limit of the first quadrant, and the output value of the angle sensor is obtained. The output value of the angle sensor corresponding to the first limit is obtained. Based on the output value of the angle sensor corresponding to zero degrees and the output value of the angle sensor corresponding to the first limit, a first preset correspondence relationship for the first quadrant can be obtained. The vehicle body is turned to the right as far as possible, that is, the vehicle body angle reaches the second limit of the second quadrant, and the output value of the angle sensor is obtained. The output value of the angle sensor corresponding to the second limit is obtained. Based on the output value of the angle sensor corresponding to zero degrees and the output value of the angle sensor corresponding to the second limit, a second preset correspondence relationship for the second quadrant can be obtained. In this way, the correspondence relationship between the vehicle body angle and the output value (electrical parameter value) of the angle sensor can be determined. The preset correspondence relationship can be stored in the vehicle control device in the form of a curve, table, or formula, and this embodiment does not limit it.

[0152] It should be noted that the preset corresponding relationship may be determined by the vehicle control device, or may be determined by an external controller or a host computer and then transmitted to the vehicle control device, and this embodiment does not limit this.

[0153] S302: Determine the actual angle of the vehicle based on the actual electrical parameter value and the preset corresponding relationship, wherein the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's running surface.

[0154] Specifically, in each control cycle (i.e., the angle determination cycle), the actual electrical parameter value output by the angle sensor is obtained, and the actual electrical parameter value is substituted into the preset corresponding relationship to determine the actual angle of the vehicle. This makes it easier to periodically determine the actual angle of the vehicle body and to control the operation of the motor in real time according to the actual angle, i.e., to control the operation of the vehicle.

[0155] S303. Determine an angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero.

[0156] S304 : Convert the actual angle into a display angle according to the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to a display module of the vehicle.

[0157] S305 : Determine an actual speed threshold of a motor in the vehicle according to the actual angle, and control the operation of the motor according to the actual speed threshold.

[0158] It should be noted that, in the first angle determination cycle (control cycle), the preset corresponding relationship can be determined, and in subsequent angle determination cycles (control cycles), step S301 does not need to be executed, and steps S302 to S305 can be executed.

[0159] On the basis of the above technical solution, optionally, determining the actual angle according to the actual electrical parameter value and the preset corresponding relationship includes:

[0160] In the current angle determination cycle, the initial angle corresponding to the current angle determination cycle is determined according to the actual electrical parameter value and the preset correspondence, and the average value of the initial angle of the current angle determination cycle and the initial angles corresponding to the preset number of historical angle determination cycles is taken as the actual angle.

[0161] Specifically, during the current angle determination cycle, the actual electrical parameter values ​​are substituted into the preset corresponding relationships to determine the initial angle corresponding to the current angle determination cycle. The actual angle is then calculated as the average of the initial angle and the initial angles corresponding to a preset number of historical angle determination cycles. This avoids the large errors that can occur when the initial angle is directly used as the actual angle, thereby improving the accuracy of actual angle determination and further enhancing vehicle control accuracy.

[0162] The preset number of historical angle determination periods is the preset number of angle determination periods that precede the current angle determination period and are closest to the current angle determination period. For example, if the current angle determination period is the nth angle determination period and the preset number is t, the initial angles from the nth angle determination period to the n-1th angle determination period are used as the initial angles corresponding to the preset number of historical angle determination periods. t is an integer greater than 1, and n is an integer greater than t.

[0163] For example, the current angle determination cycle is the first angle determination cycle, and the preset number is t. The intermediate value of the t+1 initial angles continuously determined during the power-on self-test of the vehicle control device can be determined, and the t intermediate values ​​can be used as the initial angle of the preset number of historical angle determination cycles.

[0164] For example, the preset number is 7. When the vehicle is powered on for self-test, the electrical parameter values ​​output by the angle sensor are obtained 8 times in a row, and the electrical parameter values ​​are substituted into the preset corresponding relationship to determine the initial angle corresponding to each electrical parameter value. The 8 initial angles are sorted by size, and the average value of the 4th initial angle and the 5th initial angle is calculated to obtain the intermediate value buf of the 8 initial angles, and the 8 intermediate values ​​buf are stored as angle data (i.e., the angle data includes an 8-bit value). After the vehicle starts to operate normally, the angle value with the earliest determination time in the angle data is removed, and the initial angle determined each time is stored in the angle data, so that the 8 angle values ​​in the angle data are the initial angles of the current angle determination cycle and the initial angles of the preset number of historical angle determination cycles, and the average value of the 8 angle values ​​in the angle data is used as the actual angle. In this way, the problem of large error in the initial angle determined once can be avoided, and the accuracy of the actual angle determination can be improved.

[0165] Based on the above technical solutions, optionally, the vehicle control method further includes:

[0166] When the difference between the absolute value of the actual angle and the absolute value of the corresponding angle limit is greater than the deviation threshold for a time period greater than a preset time period, a fault prompt message is issued.

[0167] Specifically, when the actual angle is in the first quadrant, the angle limit corresponding to the actual angle is the first limit of the first quadrant. If the absolute value of the difference between the absolute value of the actual angle and the absolute value of the first limit is greater than the deviation threshold for a duration greater than a preset duration, it indicates that the absolute value of the actual angle is too large, that is, the vehicle body tilt angle is too large, and a fault prompt message is issued to promptly prompt the driver to straighten the vehicle body to avoid major safety hazards. Similarly, when the actual angle is in the second quadrant, the angle limit corresponding to the actual angle is the second limit of the second quadrant. If the absolute value of the difference between the absolute value of the actual angle and the absolute value of the second limit is greater than the deviation threshold for a duration greater than a preset duration, it indicates that the absolute value of the actual angle is too large, that is, the vehicle body tilt angle is too large, and a fault prompt message is issued to promptly prompt the driver to straighten the vehicle body to avoid major safety hazards.

[0168] An embodiment of the present invention further provides a vehicle control device, Figure 7 This is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present invention, with reference to Figure 7 , the vehicle control device includes:

[0169] The actual angle determination module 110 is used to determine the actual angle of the vehicle based on the actual electrical parameter value output by the angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and the vehicle's driving surface;

[0170] An angle limit determination module 120 is configured to determine an angle limit corresponding to an actual angle based on the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero;

[0171] a display angle determination module 130 for converting the actual angle into a display angle according to the angle limit and the display limit of the angle quadrant in which the actual angle is located, and sending the display angle to a display module of the vehicle;

[0172] The motor control module 140 is configured to determine an actual speed threshold of a motor in the vehicle according to the actual angle, and control the operation of the motor according to the actual speed threshold.

[0173] The vehicle control device provided in the embodiment of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0174] An embodiment of the present invention further provides a vehicle, which includes the vehicle control device provided by any embodiment of the present invention. Therefore, the vehicle has the same beneficial effects as the vehicle control device provided by any embodiment of the present invention, which will not be repeated here.

[0175] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0176] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Determining the actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and a direction perpendicular to the driving surface of the vehicle; Determining an angle limit value corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero; converting the actual angle into a display angle according to the angle limit and a display limit of the angle quadrant in which the actual angle is located, and sending the display angle to a display module of the vehicle; An actual speed threshold of a motor in the vehicle is determined according to the actual angle, and the motor is controlled to operate according to the actual speed threshold.

2. The method according to claim 1, characterized in that Determining an actual speed threshold of the motor in the vehicle according to the actual angle includes: For each quadrant, dividing the quadrant into a plurality of angle ranges according to the angle limit value corresponding to the quadrant; Determining the actual speed threshold value according to the angle range of the actual angle and the maximum allowable speed of the motor; Controlling the operation of the motor according to the actual speed threshold includes: When the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, the absolute value of the target speed of the motor is updated to the absolute value of the actual speed threshold, and the motor is controlled to operate according to the updated target speed.

3. The method according to claim 2, characterized in that The dividing the quadrant into a plurality of angle ranges according to the angle limits corresponding to the quadrants includes: A range greater than zero and less than or equal to a first angle threshold is used as a first angle range; wherein the absolute value of the first angle threshold is less than the absolute value of the angle limit; The range greater than the mth angle threshold and less than or equal to the m+1th angle threshold is taken as the m+1th angle range; wherein m is a positive integer.

4. The method according to claim 3, characterized in that The determining the actual speed threshold according to the angle range of the actual angle and the maximum allowable speed of the motor includes: When the actual angle is within the first angle range, determining the actual speed threshold to be the maximum allowable speed; When the actual angle is within the (m+1)th angle range, determining a minimum angle threshold and a maximum angle threshold corresponding to the actual angle according to the angle range in which the actual angle is located; wherein the minimum angle threshold corresponding to the actual angle is the minimum value of the angle range in which the actual angle is located, and the maximum angle threshold corresponding to the actual angle is the maximum value of the angle range in which the actual angle is located; Determining a ratio of a first difference between the actual angle and the minimum angle threshold and a second difference between the maximum angle threshold and the minimum angle threshold; Determine a product of a third difference between the set ratio value corresponding to the maximum angle threshold and the set ratio value corresponding to the minimum angle threshold and the ratio; multiplying the sum of the product and the set proportional value corresponding to the minimum angle threshold by the maximum allowable speed to determine the actual speed threshold; The set ratio value corresponding to the first angle threshold is 100%, and the ratio value corresponding to the angle limit is the minimum set ratio value.

5. The method according to claim 2, characterized in that The vehicle includes two drive wheels, each of which corresponds to a motor; When the absolute value of the target speed of the motor is greater than the absolute value of the actual speed threshold, updating the absolute value of the target speed of the motor to the absolute value of the actual speed threshold, and controlling the motor to operate according to the updated target speed, including: When the vehicle turns, determining a first target driving wheel and a second target driving wheel of the two driving wheels according to the quadrant range in which the actual angle is located; wherein the turning radius of the first target driving wheel is greater than the turning radius of the second target driving wheel; When the absolute value of the target speed of the motor corresponding to the first target driving wheel is greater than the absolute value of the actual speed threshold, updating the absolute value of the target speed of the motor corresponding to the first target driving wheel to the absolute value of the actual speed threshold, using the updated target speed as the first target speed, and controlling the operation of the motor corresponding to the first target driving wheel according to the first target speed; The second target speed of the motor corresponding to the second target driving wheel is determined according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and the first target speed, and the operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed.

6. The method according to claim 5, characterized in that The controlling the operation of the motor corresponding to the first target driving wheel according to the first target speed includes: When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the motor corresponding to the first target driving wheel is controlled to operate according to the first target speed and a preset deceleration; The controlling the operation of the motor corresponding to the second target driving wheel according to the second target speed includes: When the difference between the actual speed of the motor corresponding to the first target driving wheel and the updated target speed is greater than the difference between the actual speed of the motor corresponding to the second target driving wheel and the second target speed, the second deceleration corresponding to the second target driving wheel is determined according to the ratio of the turning radius of the second target driving wheel to the turning radius of the first target driving wheel and a preset deceleration, and the operation of the motor corresponding to the second target driving wheel is controlled according to the second target speed and the second deceleration.

7. The method according to any one of claims 1 to 4, characterized in that The converting the actual angle into a display angle according to the angle limit value and the display limit value of the angle quadrant in which the actual angle is located includes: Dividing the angle limit corresponding to the actual angle by the display limit of the angle quadrant in which the actual angle is located to obtain a unit conversion angle; wherein the absolute value of the angle limit corresponding to the actual angle is less than or equal to the absolute value of the display limit corresponding to the actual angle; The product of the unit conversion angle and the actual angle is used as the display angle; The method further comprises: If the actual angle is zero, the displayed angle is determined to be zero.

8. The method according to any one of claims 1 to 4, characterized in that Before determining the actual angle of the vehicle according to the actual electrical parameter value output by the angle sensor on the vehicle, the method further includes: Determining a preset correspondence relationship according to a plurality of preset angles and an electrical parameter value corresponding to each of the preset angles; wherein the plurality of preset angles include zero degrees, a first limit value of the first quadrant, and a second limit value of the second quadrant; Determining the actual angle of the vehicle according to the actual electrical parameter value output by the angle sensor on the vehicle includes: The actual angle of the vehicle is determined according to the actual electrical parameter value and the preset corresponding relationship.

9. The method according to claim 8, characterized in that The determining the actual angle according to the actual electrical parameter value and the preset corresponding relationship includes: In the current angle determination cycle, the initial angle corresponding to the current angle determination cycle is determined based on the actual electrical parameter value and the preset correspondence, and the average value of the initial angle of the current angle determination cycle and the initial angles corresponding to a preset number of historical angle determination cycles is used as the actual angle.

10. A vehicle control device, characterized in that: include: an actual angle determination module, configured to determine the actual angle of the vehicle based on an actual electrical parameter value output by an angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and the vehicle's running surface; an angle limit determination module, configured to determine an angle limit corresponding to the actual angle according to the angle quadrant in which the actual angle is located; wherein the angle quadrant includes a first quadrant and a second quadrant, the angle in the first quadrant is less than zero, and the angle in the second quadrant is greater than zero; a display angle determination module, configured to convert the actual angle into a display angle according to the angle limit value and a display limit value of the angle quadrant in which the actual angle is located, and send the display angle to a display module of the vehicle; A motor control module is configured to determine an actual speed threshold of a motor in the vehicle according to the actual angle, and control the operation of the motor according to the actual speed threshold.

Images