A vehicle control method and apparatus

Abstract

The application discloses a vehicle control method and device. The vehicle control method comprises the following steps: determining the actual angle of the vehicle according to the actual electric parameter value output by the angle sensor on the vehicle; wherein the actual angle is the angle between the vehicle body and the direction perpendicular to the running surface of the vehicle; determining the angle limit value corresponding to the actual angle according to the angle quadrant where the actual angle is located; wherein the angle quadrant comprises 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 value and the display limit value of the angle quadrant where the actual angle is located, and sending the display angle to the display module of the vehicle; determining the actual rotating speed threshold of the motor in the vehicle according to the actual angle, and controlling the motor to operate according to the actual rotating speed threshold. The technical scheme of the application improves the safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method and apparatus. Background Technology

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

[0003] Industrial vehicles are relatively tall, with high chassis. When turning, improper vehicle control can easily lead to a smaller angle between the vehicle body and the ground, meaning a larger angle between the vehicle body and the ground in the vertical direction. This can easily cause the vehicle to roll over, creating a safety hazard. Therefore, existing vehicles have a problem with relatively poor safety. Summary of the Invention

[0004] This invention provides a vehicle control method and apparatus to address 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] The actual angle of the vehicle is determined based on the actual electrical parameter values ​​output by the angle sensor on the vehicle; wherein, the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane;

[0007] Based on the angle quadrant in which the actual angle is located, determine the angle limit value corresponding to the actual angle; 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] Based on the angle limit and the display limit of the angle quadrant where the actual angle is located, the actual angle is converted into a display angle, and the display angle is sent to the display module of the vehicle;

[0009] The actual speed threshold of the motor in the vehicle is determined based on the actual angle, and the operation of the motor is controlled based on the actual speed threshold.

[0010] Optionally, determining the actual rotational speed threshold of the motor in the vehicle based on the actual angle includes:

[0011] For each quadrant, the quadrant is divided into multiple angle ranges according to the angle limit value corresponding to the quadrant;

[0012] The actual speed threshold is determined based on the angle range of the actual angle and the maximum allowable speed of the motor;

[0013] Controlling the motor operation based on 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 run according to the updated target speed.

[0015] Optionally, dividing the quadrant into multiple angular ranges based on the angular limit value corresponding to the quadrant includes:

[0016] The range that is greater than zero and less than or equal to a first angle threshold is defined as the 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 m-th angle threshold and less than or equal to the (m+1)-th angle threshold is defined as the (m+1)-th angle range; where m is a positive integer.

[0018] Optionally, determining the actual speed threshold based on 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, the actual rotational speed threshold is determined to be the maximum allowable rotational speed;

[0020] When the actual angle is within the (m+1)th angle range, the minimum angle threshold and the maximum angle threshold corresponding to the actual angle are determined 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] Determine the ratio of a first difference between the actual angle and the minimum angle threshold to a second difference between the maximum angle threshold and the minimum angle threshold;

[0022] The product of the 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 value;

[0023] The actual speed threshold is determined by multiplying the sum of the product and the set ratio corresponding to the minimum angle threshold by the maximum allowable speed.

[0024] Wherein, 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 drive wheel corresponding 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 operation of the motor according to the updated target speed, includes:

[0027] When the vehicle turns, a first target drive wheel and a second target drive wheel are determined based on the quadrant range of the actual angle; wherein the turning radius of the first target drive wheel is greater than the turning radius of the second target drive wheel.

[0028] When the absolute value of the target speed of the motor corresponding to the first target drive 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 drive 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 motor corresponding to the first target drive wheel is controlled to run according to the first target speed.

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

[0030] Optionally, controlling the motor corresponding to the first target drive wheel to operate according to the first target rotational speed includes:

[0031] When 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, the motor corresponding to the first target drive wheel is controlled to run according to the first target speed and the preset deceleration.

[0032] The step of controlling the motor corresponding to the second target drive wheel to operate according to the second target rotational speed includes:

[0033] When 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, the second deceleration corresponding to the second target drive wheel is determined based on the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel and the preset deceleration, and the motor corresponding to the second target drive wheel is controlled to run based on the second target speed and the second deceleration.

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

[0035] If the actual angle is greater than zero, then the actual angle is determined to be in the second quadrant, and the second limit value corresponding to the second quadrant is taken as the angle limit value corresponding to the actual angle.

[0036] If the actual angle is less than zero, then the actual angle is determined to be in the first quadrant, and the first limit value corresponding to the first quadrant is taken as the angle limit value corresponding to the actual angle.

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

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

[0039] Divide the angle limit value corresponding to the actual angle by the display limit value 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 value corresponding to the actual angle is less than or equal to the absolute value of the display limit value corresponding to the actual angle.

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

[0041] The method further includes:

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

[0043] Optionally, before determining the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle, the method further includes:

[0044] A preset correspondence is determined based on multiple preset angles and the electrical parameter values ​​corresponding to each preset angle; wherein, the multiple preset angles include zero degrees, a first limit value in the first quadrant, and a second limit value in the second quadrant;

[0045] Determining the actual angle of the vehicle based on the actual electrical parameter values ​​output by the vehicle's angle sensor includes:

[0046] The actual angle of the vehicle is determined based on the actual electrical parameter values ​​and the preset correspondence.

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

[0048] The cycle is determined at the current angle. Based on the actual electrical parameter value and the preset correspondence, the initial angle corresponding to the current angle determination cycle is determined. 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 taken 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 duration longer than a preset duration, a fault warning message is issued.

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

[0052] The actual angle determination module is used to determine the actual angle of the vehicle based on the actual electrical parameter values ​​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;

[0053] An angle limit determination module is used to determine the angle limit corresponding to the 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;

[0054] The display angle determination module is used to convert the actual angle into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to the display module of the vehicle.

[0055] The motor control module is used to determine the actual speed threshold of the motor in the vehicle based on the actual angle, and to control the operation of the motor based on the actual speed threshold.

[0056] The technical solution of this invention determines the actual angle of the vehicle based on the actual electrical parameter values ​​output by the vehicle's angle sensor. Then, based on the angle quadrant where the actual angle is located, it determines the corresponding angle limit. This allows the actual angle to be converted into a display angle based on the angle limit and the display limit of the angle quadrant where the actual angle is located. This avoids the problem of asymmetrical angle limits on the left and right sides of the vehicle. When the actual angle is directly displayed, it is difficult for the driver to determine whether the limit has been reached, which could lead to the driver continuing to turn the steering wheel while turning, resulting in a significant safety hazard. Displaying the angle provides a clear indication of whether the limit has been reached, improving user experience and vehicle driving safety. After determining the actual angle, the actual motor speed threshold can be determined based on the actual angle. Controlling the motor operation based on the actual speed threshold prevents the motor from maintaining a high speed when the vehicle's tilt angle (actual angle) is large, reducing safety hazards and improving vehicle turning safety.

[0057] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention;

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

[0061] Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0062] Figure 4 This is another schematic diagram of the angular quadrant of a vehicle provided in an embodiment of the present invention;

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

[0064] Figure 6 This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0065] Figure 7This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention. Detailed Implementation

[0066] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0067] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0068] This invention provides a vehicle control method. The vehicle includes industrial vehicles, such as forklifts, aerial work platforms, and loaders. The vehicle control method can be executed by a vehicle control device, which is either a vehicle controller or a vehicle controller that includes a vehicle control device.

[0069] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention, see reference. Figure 1 Vehicle control methods include:

[0070] S101. Determine the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle; wherein, the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane.

[0071] The vehicle is equipped with an angle sensor that detects the angle of the vehicle body and outputs corresponding electrical parameter values, which can be voltage or current values, and this embodiment does not limit them. The vehicle's driving surface can be the ground. When the vehicle is driving normally, the vehicle body is perpendicular to the driving surface, and the angle of the vehicle body is zero.

[0072] Specifically, during vehicle operation, the actual electrical parameter values ​​output by the angle sensor are acquired. Based on the correspondence between the actual electrical parameter values ​​and the angles between the vehicle body and the direction perpendicular to the vehicle's travel plane, the actual angle corresponding to the actual electrical parameter values ​​is determined. The actual angle can be positive or negative. For example, along the direction from the vehicle body to the front of the vehicle, when the vehicle body tilts to the right, the actual angle is positive, and when the vehicle body tilts to the left, the actual angle is negative. The smaller the absolute value of the actual angle, the smaller the degree of vehicle body tilt; the larger the absolute value of the actual angle, the greater the degree of vehicle body tilt, and the closer the vehicle body is to the travel plane. In some other embodiments, it may be set that when the vehicle body tilts to the right, the actual angle is negative, and when the vehicle body tilts to the left, the actual angle is positive; this embodiment does not limit this.

[0073] S102. Determine the angle limit value corresponding to the actual angle based on the angle quadrant in which the actual angle is located; wherein, the angle quadrant includes the first quadrant and the 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 This is a schematic diagram of the angular quadrants of a vehicle provided in an embodiment of the present invention, such as... Figure 2 As shown, the horizontal axis X represents the vehicle's travel plane, and the vertical axis Y represents the direction perpendicular to the vehicle's travel plane. 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°, while the angle limit corresponding to the second quadrant is greater than 0° and less than or equal to 90°. The absolute values ​​of the angle limits corresponding to the first quadrant and the second quadrant can be the same. Because the maximum angle of tilt when an industrial vehicle is tilted to the left or right may be asymmetrical, the absolute values ​​of the angle limits corresponding to the first quadrant and the second quadrant can be different.

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

[0076] S103. Based on the angle limit and the display limit of the angle quadrant where the actual angle is located, convert the actual angle into a display angle and send the display angle to the vehicle's display module.

[0077] The vehicle's display module can be a vehicle screen or dashboard, etc.

[0078] Specifically, the maximum 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 may not reach 90°. If the actual angle is displayed directly, the driver may have difficulty determining whether the limit has been reached, potentially leading to continued steering wheel rotation during turns and posing a significant safety hazard. For example, if the left tilt angle limit is -50° and the right tilt angle limit is 30°, directly displaying 30° would make it difficult for the driver to confirm whether the limit has been reached, potentially leading to continued steering wheel rotation and a significant safety hazard. By converting the actual angle to a display angle, with the first quadrant displaying a limit of -90° and the second quadrant displaying a limit of 90°, the vehicle's display module shows -90° when the first quadrant limit is reached and 90° when the second quadrant limit is reached. This allows for a more intuitive determination of whether the limit has been reached, improving user experience and enhancing driving safety.

[0079] When the display module displays the angle, it can display it in the form of a dial indicator or in numerical form; this embodiment does not limit the display to any particular form.

[0080] S104. Determine the actual speed threshold of the motor in the vehicle based on the actual angle, and control the motor operation based on 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. This allows for setting a smaller actual speed threshold when the absolute value of the actual angle is large, preventing the motor from maintaining a high speed even when the vehicle body tilt angle (actual angle) is large. This reduces safety hazards and improves vehicle safety when turning. In this way, controlling motor operation based on the actual speed threshold avoids excessive vehicle speed when the vehicle body tilt angle (actual angle) is large, thus improving vehicle driving safety.

[0082] It should be noted that step S104 can be executed after step S103, or simultaneously with step S102, or simultaneously with step S103, or even before step S102. This embodiment does not impose any limitations on these steps. Figure 1 The diagram shows the execution of step S104 after step S103, but does not limit it.

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

[0084] The technical solution of this embodiment determines the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle. Based on the angle quadrant where the actual angle is located, an angle limit corresponding to the actual angle is determined. This allows the actual angle to be converted into a display angle based on the angle limit and the display limit of the angle quadrant where the actual angle is located. This avoids the problem of asymmetrical angle limits on the left and right sides of the vehicle. When the actual angle is directly displayed, it is difficult for the driver to determine whether the limit has been reached, which may lead to the driver continuing to turn the steering wheel while turning, resulting in a significant safety hazard. Displaying the angle allows for a direct determination of whether the limit has been reached, improving the user experience and enhancing vehicle driving safety. After determining the actual angle, the actual motor speed threshold can be determined based on the actual angle. Controlling the motor operation based on the actual speed threshold prevents the motor from maintaining a high speed when the vehicle tilt angle (actual angle) is large, reducing safety hazards and improving vehicle turning safety.

[0085] Based on the above technical solutions, Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 3 Vehicle control methods include:

[0086] S201. Determine the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle; wherein, the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane.

[0087] S202. Determine the angle limit value corresponding to the actual angle based on the angle quadrant in which the actual angle is located; wherein, the angle quadrant includes the first quadrant and the 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. Based on the angle limit and the display limit of the angle quadrant where the actual angle is located, convert the actual angle into a display angle and send the display angle to the vehicle's display module.

[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 easier to determine different actual speed thresholds based on different angle ranges, thereby achieving precise control of the motor.

[0091] For example, Figure 4 This is another schematic diagram of the angular quadrants of a vehicle provided in an embodiment of the present invention, such as... Figure 4 As shown, the horizontal axis X represents the direction of the vehicle's travel surface, and the vertical axis Y represents the direction perpendicular to the vehicle's travel 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 angular range, θ1 to θ2 is the second angular range, and θ2 to θ3 is the third angular range. θ3 is the angular limit value of the second quadrant. θ2 is greater than θ1, and θ3 is greater than θ2.

[0092] S205. Determine the actual speed threshold based on the actual angle range and the maximum allowable speed of the motor.

[0093] Specifically, the maximum permissible speed of the motor is set at the factory. Different angle ranges correspond to different actual speed thresholds. This allows for setting a smaller actual speed threshold when the actual angle is large, thus reducing safety hazards. Conversely, a larger actual speed threshold can be set when the actual angle is small, improving the driving experience and preventing excessively slow vehicle speeds. For example, when the actual angle is close to 0, the maximum permissible speed can be used as the actual speed threshold. When the actual angle is within different angle ranges, the actual speed threshold can be determined based on the maximum permissible 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 is controlled to operate at the target speed, making the motor speed close to or equal to 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. Therefore, the absolute value of the motor's target speed is updated to the absolute value of the actual speed threshold, meaning the absolute value of the actual speed threshold is used as the absolute value of the motor's target speed, while the sign of the target speed remains unchanged. For example, if the motor's target speed is -a (where a is a positive number) and the actual speed threshold is 2a, then the motor is controlled to operate at the target speed of -a. If the motor's target speed is -2a and the actual speed threshold is a, then the absolute value of the motor's target speed is updated to a, while the sign of the target speed remains unchanged, and the motor is controlled to operate at the target speed of -a. This ensures that the motor speed is not too high, preventing excessive vehicle speed when the actual turning angle is large, thus improving vehicle safety.

[0096] Based on the above technical solution, optionally, the quadrant can be divided into multiple angle ranges according to the angle limit value corresponding to the quadrant, including:

[0097] Step b1: The range that is greater than zero and less than or equal to the first angle threshold is taken as the 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: The range that is greater than the m-th angle threshold and less than or equal to the (m+1)-th angle threshold is taken as the (m+1)-th angle range; where m is a positive integer.

[0099] Among them, the absolute value of the (m+1)th angle threshold is greater than the absolute value of the mth angle threshold.

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

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

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

[0103] Step b3: When the actual angle is within the first angle range, determine the actual rotational speed threshold as the maximum allowable rotational speed.

[0104] Specifically, when the actual angle is within the first angle range (i.e., the actual angle is greater than or equal to zero and less than or equal to the first angle threshold), the actual angle is determined to be small, and the vehicle body tilt angle is small. Therefore, the motor can be controlled to operate at a speed less than or equal to the maximum permissible speed, using the maximum permissible speed as the actual speed threshold. This ensures vehicle safety without affecting normal vehicle operation and prevents the vehicle speed from being too low.

[0105] Step b4: When the actual angle is within the (m+1)th angle range, determine the minimum angle threshold and the 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 falls within the (m+1)th angle range (i.e., the actual angle is greater than the m-th angle threshold but less than or equal to the (m+1)-th angle threshold), then the minimum angle threshold corresponding to the actual angle can be determined as the m-th angle threshold, and the maximum angle threshold corresponding to the actual angle can be determined as the (m+1)-th angle threshold.

[0107] Step b5: Determine the ratio of the first difference between the actual angle and the minimum angle threshold to the 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, the second difference is ang2 - ang1, and 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 a single actual speed threshold corresponding to a single angle range, each actual angle can correspond to a separate actual speed threshold, thereby achieving more precise control of motor operation and improving the accuracy and reliability of vehicle control.

[0109] Step b6: Determine the product of the 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 value.

[0110] Specifically, the set ratio value corresponding to the maximum angle threshold is the same as the set ratio value corresponding to the (m+1)th angle threshold, and the set ratio value corresponding to the minimum angle threshold is the same as 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. Therefore, the product of the third difference and the ratio is... In this way, the proportion of the actual angle within the range of the (m+1)th angle can be determined.

[0111] Step b7: Multiply the sum of the product and the set ratio value corresponding to the minimum angle threshold by the maximum allowable speed to determine the actual speed threshold; wherein, 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.

[0112] For example, the sum of the product and the set ratio corresponding to the minimum angle threshold is: For example, if the maximum permissible speed is Vmax, then the actual speed threshold is... In this way, the actual speed threshold corresponding to the current control cycle can be determined. Therefore, when the actual angle is greater than the first angle threshold, the same actual speed threshold will no longer be used for a range of angles. Instead, each actual angle will correspond to a different 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 speed is used as the actual 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. In this case, the product of the minimum set ratio and the maximum allowable speed is used as the actual speed threshold. This can control the motor speed to be smaller, that is, the vehicle speed to be smaller, which can reduce the safety hazards of the vehicle.

[0115] Based on the above technical solution, optionally, the vehicle includes two drive wheels, each drive wheel corresponding to one 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, the absolute value of the target speed of the motor is updated to the absolute value of the actual speed threshold, and the motor operation is controlled according to the updated target speed, including:

[0117] Step c1: When the vehicle is turning, determine the first target drive wheel and the second target drive wheel based on the quadrant range of the actual angle; wherein the turning radius of the first target drive wheel is greater than the turning radius of the second target drive wheel.

[0118] Specifically, based on the quadrant range of the actual angle, it can be determined which side the vehicle body is tilting to. Based on the direction of the tilt, the first target drive wheel with the larger turning radius and the second target drive wheel with the smaller turning radius can be determined. For example, if the vehicle body tilts to the right, the left drive wheel has a larger turning radius; if the vehicle body tilts 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 drive wheel is greater than the absolute value of the actual speed threshold, update the absolute value of the target speed of the motor corresponding to the first target drive wheel to the absolute value of the actual speed threshold, take the updated target speed as the first target speed, and control the motor corresponding to the first target drive wheel to run 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 taken as the first target speed, and the operation of the motor corresponding to the first target drive wheel is controlled according to the first target speed.

[0121] When the absolute value of the target speed of the motor corresponding to the first target drive 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 drive 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 drive wheel is controlled according to the first target speed so that the speed of the first target drive wheel is not too high, thus avoiding the vehicle from overturning when turning.

[0122] Step c3: Determine the second target speed of the motor corresponding to the second target drive wheel based on the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel and the first target speed, and control the motor corresponding to the second target drive wheel to run according to the second target speed.

[0123] Specifically, Figure 5 This is a schematic diagram of a vehicle turning according to an embodiment of the present invention, such as... Figure 5 As shown, the horizontal axis X represents the direction of the vehicle's travel surface, and the vertical axis Y represents the direction perpendicular to the vehicle's travel surface, which 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 and second target drive wheels travel around the center 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 track width is H, and the distance between the first target drive wheel 1 and the vertical axis Y is... The distance between the second target drive wheel 2 and the longitudinal axis Y is Then as Figure 5 As shown, the distance R between the vehicle body and the center O can be determined based on the actual angle θ and the wheelbase H, where R = cot(θ) × H. The turning radius corresponding to the first target drive wheel is... The turning radius corresponding to the second target drive wheel is

[0124] The first target drive wheel rotates at a speed of V1, and the second target drive wheel rotates at a speed of V2. To ensure that both drive wheels complete one revolution around the center O in the same amount of time, then... but Therefore, after determining the first target speed of the motor corresponding to the first target drive wheel, the second target speed can be determined by multiplying the first target speed of the motor corresponding to the first target drive wheel by the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel. Controlling the operation of the motor corresponding to the second target drive wheel according to the second target speed can make the first target drive wheel and the second target drive wheel rotate around the center O once in the same time, avoiding vehicle failure caused by asynchronous movement of the two drive wheels.

[0125] This allows for differential operation of the two drive wheels, enabling the vehicle to run more efficiently.

[0126] Optionally, controlling the motor corresponding to the first target drive wheel to operate according to the first target rotational speed includes:

[0127] When 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, the motor corresponding to the first target drive wheel is controlled to run 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 needs to decelerate when turning, 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 motor corresponding to the second target drive wheel according to the second target speed includes:

[0130] When 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, the second deceleration corresponding to the second target drive wheel is determined based on the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel and the preset deceleration, and the motor corresponding to the second target drive wheel is controlled to run 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, it indicates that the speed difference of the first target drive wheel is larger, requiring a larger deceleration. Therefore, 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 execute different decelerations, enabling them to synchronously reach their respective target speeds. This achieves differential speed operation of the two drive wheels throughout the turning process, resulting in better vehicle control.

[0132] Among them, deceleration is negative acceleration.

[0133] In some other embodiments, when the difference between the actual rotational speed of the motor corresponding to the first target drive wheel and the updated target rotational speed is less than the difference between the actual rotational speed of the motor corresponding to the second target drive wheel and the second target rotational speed, the second deceleration of the second target drive wheel is a preset deceleration, and the first deceleration of the first target drive 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 drive wheel and the updated target speed is equal to the difference between the actual speed of the motor corresponding to the second target drive wheel and the second target speed, the speeds of both drive wheels are preset decelerations.

[0135] Based on the above technical solutions, optionally, the angle limit value corresponding to the actual angle can be determined according to the angle quadrant in which the actual angle is located, including:

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

[0137] Specifically, the angle in the second quadrant is greater than zero. Therefore, if the actual angle is greater than zero, the actual angle of the vehicle is determined to be in the second quadrant. 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, then the actual angle is determined to be in the first quadrant, and the first limit value corresponding to the first quadrant is taken 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, it is determined that the actual angle is in the first quadrant. The first limit value corresponding to the first quadrant can then 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 angle that can be achieved by the left and right tilt of an 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, the actual angle is 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, including:

[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 corresponding angle limit 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 corresponding angle limit 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 for angle is... The displayed angle is This allows the display angle to be determined. Thus, when the angle limit is reached, the display angle can reach 90° or -90°, providing a clear visual indication that allows the driver to intuitively judge whether the lateral limit has been reached and thus stop turning the steering wheel.

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

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

[0147] Specifically, when the actual angle is zero, it indicates that the vehicle body is perpendicular to the driving surface, and the displayed angle is zero. This allows the driver to intuitively judge the tilt angle of the vehicle body, thereby driving the vehicle better and improving the user experience.

[0148] Based on the above technical solutions, Figure 6 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 6 Vehicle control methods include:

[0149] S301. Determine the preset correspondence relationship based on multiple preset angles and the electrical parameter values ​​corresponding to each preset angle; wherein, the multiple preset angles include zero degrees, the first limit value of the first quadrant, and the second limit value of the second quadrant.

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

[0151] Specifically, by controlling the vehicle body to be perpendicular to the driving plane, i.e., the vehicle body angle is zero degrees, and obtaining the output value of the angle sensor, the output value of the angle sensor corresponding to zero degrees can be obtained. Turning the vehicle body all the way to the left, i.e., the vehicle body angle reaches the first limit value of the first quadrant, and obtaining the output value of the angle sensor corresponding to the first limit value, the first preset correspondence relationship of the first quadrant can be obtained based on the output values ​​of the angle sensors corresponding to zero degrees and the first limit value. Turning the vehicle body all the way to the right, i.e., the vehicle body angle reaches the second limit value of the second quadrant, and obtaining the output value of the angle sensor corresponding to the second limit value, the second preset correspondence relationship of the second quadrant can be obtained based on the output values ​​of the angle sensors corresponding to zero degrees and the second limit value. In this way, the correspondence relationship between the vehicle body angle and the output values ​​(electrical parameter values) of the angle sensors can be determined. The preset correspondence relationship can be stored in the vehicle control device in the form of curves, tables, or formulas; this embodiment does not limit this.

[0152] It should be noted that the determination of the preset correspondence can be determined by the vehicle control device, or it can be determined by an external controller or host computer and then transmitted to the vehicle control device. This embodiment does not limit it.

[0153] S302. Determine the actual angle of the vehicle based on the actual electrical parameter values ​​and the preset correspondence. The actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane.

[0154] Specifically, in each control cycle (i.e. angle determination cycle), the actual electrical parameter value output by the angle sensor is obtained. By substituting the actual electrical parameter value into the preset correspondence, the actual angle of the vehicle can be determined. This facilitates the periodic determination of the actual angle of the vehicle body, and makes it easy to control the operation of the motor in real time based on the actual angle, that is, to control the operation of the vehicle.

[0155] S303. Determine the angle limit value corresponding to the actual angle based on the angle quadrant in which the actual angle is located; wherein, the angle quadrant includes the first quadrant and the 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. Based on the angle limit and the display limit of the angle quadrant where the actual angle is located, convert the actual angle into a display angle and send the display angle to the vehicle's display module.

[0157] S305. Determine the actual speed threshold of the motor in the vehicle based on the actual angle, and control the motor operation based on the actual speed threshold.

[0158] It should be noted that in the initial angle determination cycle (control cycle), a preset correspondence can be determined. Subsequent angle determination cycles (control cycles) do not require the execution of step S301; steps S302 to S305 can be executed instead.

[0159] Based on the above technical solution, optionally, the actual angle is determined according to the actual electrical parameter values ​​and the preset correspondence, including:

[0160] The cycle is determined at the current angle. Based on the actual electrical parameter values ​​and the preset correspondence, the initial angle corresponding to the cycle is determined. The average value of the initial angle of the current angle cycle and the initial angles corresponding to the preset number of historical angle cycles is taken as the actual angle.

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

[0162] The preset number of historical angle determination periods refers to the preset number of angle determination periods that is 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, then the initial angles from the ntth to the (n-1th)th angle determination periods will be used as the initial angles corresponding to the preset number of historical angle determination periods. Here, t is an integer greater than 1, and n is an integer greater than t.

[0163] For example, if 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 angles of the preset number of historical angle determination cycles.

[0164] For example, the preset number is 7. During the vehicle's power-on self-test, the electrical parameter values ​​output by the angle sensor are acquired 8 times consecutively. These values ​​are then substituted into a preset correspondence to determine the initial angle corresponding to each parameter value. The 8 initial angles are sorted by size, and the average of the 4th and 5th initial angles is calculated to obtain the median value (buf) of these 8 initial angles. These 8 median values ​​(buf) are stored as angle data (i.e., the angle data includes 8 digits). After the vehicle begins normal operation, the earliest determined angle value is removed from the angle data. Each determined initial angle is then stored in the angle data, so that the 8 angle values ​​in the angle data represent the initial angle of the current angle determination cycle and the initial angle of a preset number of historical angle determination cycles. The average of the 8 angle values ​​in the angle data is used as the actual angle. This avoids the problem of large errors in a single determined initial angle and improves the accuracy of the actual angle determination.

[0165] Based on the above technical solutions, the vehicle control method may optionally include:

[0166] A fault warning message is issued 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 duration longer than the preset duration.

[0167] Specifically, when the actual angle is in the first quadrant, the corresponding angle limit 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, i.e., the vehicle tilt angle is too large. A fault warning message is then issued to promptly remind the driver to straighten the vehicle and avoid significant safety hazards. Similarly, when the actual angle is in the second quadrant, the corresponding angle limit 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, i.e., the vehicle tilt angle is too large. A fault warning message is then issued to promptly remind the driver to straighten the vehicle and avoid significant safety hazards.

[0168] This invention also provides a vehicle control device. Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention, for reference. 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 values ​​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] Angle limit determination module 120 is used to determine the angle limit corresponding to the 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] The display angle determination module 130 is used to convert the actual angle into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to the vehicle's display module.

[0172] The motor control module 140 is used to determine the actual speed threshold of the motor in the vehicle based on the actual angle, and to control the operation of the motor based on the actual speed threshold.

[0173] The vehicle control device provided in the embodiments 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 executing the method.

[0174] This invention also provides a vehicle that includes a vehicle control device provided in any embodiment of this invention, and therefore has the same beneficial effects as the vehicle control device provided in any embodiment of this invention, which will not be described in detail here.

[0175] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0176] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, include: The actual angle of the vehicle is determined based on the actual electrical parameter values ​​output by the angle sensor on the vehicle; wherein, the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane; Based on the angle quadrant in which the actual angle is located, determine the angle limit value corresponding to the actual angle; 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; Based on the angle limit and the display limit of the angle quadrant where the actual angle is located, the actual angle is converted into a display angle, and the display angle is sent to the display module of the vehicle; The actual speed threshold of the motor in the vehicle is determined based on the actual angle, and the operation of the motor is controlled based on the actual speed threshold. Determining the actual speed threshold of the motor in the vehicle based on the actual angle includes: For each quadrant, the quadrant is divided into multiple angle ranges according to the angle limit value corresponding to the quadrant; The actual speed threshold is determined based on the angle range of the actual angle and the maximum allowable speed of the motor; Controlling the motor operation based on 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 run according to the updated target speed. The step of dividing the quadrant into multiple angle ranges based on the angle limit value corresponding to the quadrant includes: The range that is greater than zero and less than or equal to a first angle threshold is defined as the 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 m-th angle threshold and less than or equal to the (m+1)-th angle threshold is defined as the (m+1)-th angle range; where m is a positive integer. The step of determining the actual speed threshold based on 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, the actual rotational speed threshold is determined to be the maximum allowable rotational speed; When the actual angle is within the (m+1)th angle range, the minimum angle threshold and the maximum angle threshold corresponding to the actual angle are determined 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. Determine the ratio of a first difference between the actual angle and the minimum angle threshold to a second difference between the maximum angle threshold and the minimum angle threshold; The product of the 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 value; The actual speed threshold is determined by multiplying the sum of the product and the set ratio corresponding to the minimum angle threshold by the maximum allowable speed. Wherein, 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.

2. The method according to claim 1, characterized in that, The vehicle includes two drive wheels, and each drive wheel 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 operation of the motor according to the updated target speed, includes: When the vehicle turns, a first target drive wheel and a second target drive wheel are determined based on the quadrant range of the actual angle; wherein the turning radius of the first target drive wheel is greater than the turning radius of the second target drive wheel. When the absolute value of the target speed of the motor corresponding to the first target drive 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 drive 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 motor corresponding to the first target drive wheel is controlled to run according to the first target speed. The second target speed of the motor corresponding to the second target drive wheel is determined based on the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel and the first target speed, and the operation of the motor corresponding to the second target drive wheel is controlled according to the second target speed.

3. The method according to claim 2, characterized in that, The step of controlling the motor corresponding to the first target drive wheel to operate according to the first target rotational speed includes: When 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, the motor corresponding to the first target drive wheel is controlled to run according to the first target speed and the preset deceleration. The step of controlling the motor corresponding to the second target drive wheel to operate according to the second target rotational speed includes: When 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, the second deceleration corresponding to the second target drive wheel is determined based on the ratio of the turning radius of the second target drive wheel to the turning radius of the first target drive wheel and the preset deceleration, and the motor corresponding to the second target drive wheel is controlled to run based on the second target speed and the second deceleration.

4. The method according to claim 1, characterized in that, The step of converting the actual angle into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located includes: 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; The product of the unit conversion angle and the actual angle is taken as the display angle; The method further includes: If the actual angle is zero, then the display angle is determined to be zero.

5. The method according to claim 1, characterized in that, Before determining the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle, the method further includes: A preset correspondence is determined based on multiple preset angles and the electrical parameter values ​​corresponding to each preset angle; wherein, the multiple preset angles include zero degrees, a first limit value in the first quadrant, and a second limit value in the second quadrant; Determining the actual angle of the vehicle based on the actual electrical parameter values ​​output by the vehicle's angle sensor includes: The actual angle of the vehicle is determined based on the actual electrical parameter values ​​and the preset correspondence.

6. The method according to claim 5, characterized in that, Determining the actual angle based on the actual electrical parameter value and the preset correspondence includes: The cycle is determined at the current angle. Based on the actual electrical parameter value and the preset correspondence, the initial angle corresponding to the current angle determination cycle is determined. 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 taken as the actual angle.

7. A vehicle control device, characterized in that, The vehicle control device is used to execute the vehicle control method according to any one of claims 1-6; The vehicle control device includes: The actual angle determination module is used to determine the actual angle of the vehicle based on the actual electrical parameter values ​​output by the angle sensor on the vehicle; wherein, the actual angle is the angle between the vehicle body and the direction perpendicular to the vehicle's driving plane; An angle limit determination module is used to determine the angle limit corresponding to the 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; The display angle determination module is used to convert the actual angle into a display angle based on the angle limit and the display limit of the angle quadrant in which the actual angle is located, and send the display angle to the display module of the vehicle. The motor control module is used to determine the actual speed threshold of the motor in the vehicle based on the actual angle, and to control the operation of the motor based on the actual speed threshold.

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