Vehicle sidesway control method based on angle module and related equipment

Abstract

The invention discloses a vehicle transverse movement control method based on an angle module and related equipment, and the method comprises the steps: obtaining a target rotation angle for a target vehicle, a transverse movement control signal and an actual rotation angle of each wheel of the target vehicle, and determining a rotation angle vector difference value according to the target rotation angle and the actual rotation angle of each wheel; determining whether the corner vector difference value is greater than a preset difference value; in response to the fact that the corner vector difference value is larger than a preset difference value, wheels of the target vehicle are adjusted according to the corner vector difference value till the corner vector difference value is not larger than the preset difference value; and driving the target vehicle to transversely move according to the transverse movement control signal in response to the condition that the corner vector difference value is not greater than the preset difference value.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle control, and particularly relates to a vehicle lateral movement control method based on an angle module, a vehicle lateral movement control device based on an angle module, an electronic device, and a computer readable storage medium. BACKGROUND

[0002] In current vehicle lateral movement control, there are defects such as large delay in four-wheel angle difference identification, insufficient system response speed, limited driver operation flexibility due to dependence on a single signal source for lateral speed control, and low dynamic adjustment precision that is difficult to adapt to complex road conditions.

[0003] Currently, there are some related solutions, such as achieving lateral movement control by fixed proportionally distributing four-wheel steering angles, but this method has a control delay problem caused by transmission of control instructions. In addition, if only the throttle pedal is mapped to the lateral speed or only the steering wheel angle is mapped to the lateral movement speed, there is a lack of collaborative control between the two. SUMMARY

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle lateral movement control method based on an angle module and related devices, which adjusts the angles of each vehicle according to the target angle when controlling the vehicle to move laterally, and drives the vehicle to move laterally according to the lateral movement control signal, effectively optimizing the wheel angle difference, realizing the lateral speed composite control of the steering wheel and the throttle, enriching the driving diversity, and improving the driving experience.

[0005] In a first aspect, an embodiment of the present application provides a vehicle lateral movement control method based on an angle module, comprising: obtaining a target angle, a lateral movement control signal, and actual angles of each wheel of a target vehicle, determining an angle vector difference value according to the target angle and the actual angles of each wheel; determining whether the angle vector difference value is greater than a preset difference value; in response to the angle vector difference value being greater than the preset difference value, adjusting each wheel of the target vehicle according to the angle vector difference value until the angle vector difference value is not greater than the preset difference value; in response to the angle vector difference value being not greater than the preset difference value, driving the target vehicle to move laterally according to the lateral movement control signal.

[0006] In some embodiments, the lateral movement control signal includes a throttle opening and a steering wheel angle; driving the target vehicle to move laterally according to the lateral movement control signal, comprising: determining whether the steering wheel angle is not less than a preset angle threshold and whether the throttle opening is zero; determining that the target vehicle enters a direction priority mode in response to the steering wheel rotation being not less than a preset rotation threshold and the accelerator opening being zero, and determining the lateral velocity of the target vehicle according to the steering wheel rotation angle; determining that the target vehicle exits the direction priority mode in response to the steering wheel rotation angle being less than the preset rotation threshold.

[0007] In some embodiments, driving the target vehicle to perform lateral movement according to the lateral movement control signal comprises: determining whether the accelerator opening is not less than a preset opening threshold and whether the steering wheel rotation is zero; determining that the target vehicle enters a power priority mode in response to the accelerator opening being not less than the preset opening threshold and the steering wheel rotation being zero, and determining the lateral velocity of the target vehicle according to the accelerator opening; determining that the target vehicle exits the power priority mode in response to the accelerator opening being less than the preset opening threshold.

[0008] In some embodiments, driving the target vehicle to perform lateral movement according to the lateral movement control signal comprises: determining whether the accelerator opening is not less than a preset opening threshold and whether the steering wheel rotation is not less than a preset rotation threshold; determining that the target vehicle enters a hybrid mode in response to the accelerator opening being not less than the preset opening threshold and the steering wheel rotation being not less than the preset rotation threshold, and determining the lateral velocity of the target vehicle according to the accelerator opening and the steering wheel rotation.

[0009] In some embodiments, the method further comprises: determining that the target vehicle exits the direction priority mode, the power priority mode or the hybrid mode in response to the rotation vector difference exceeding a preset threshold within a preset time interval, and stopping driving the target vehicle to perform lateral movement.

[0010] In some embodiments, the rotation vector difference is determined according to the target rotation angle and the actual rotation angles of the wheels, comprising:

[0011] wherein, the rotation vector difference is, the target rotation angle is, the actual rotation angle of a wheel is, the number of wheels is.

[0012] In some embodiments, the lateral velocity of the target vehicle is determined according to the accelerator opening and the steering wheel rotation, comprising:

[0013] wherein, the lateral velocity is, the steering wheel gain coefficient is, the steering wheel rotation angle is, throttle gain coefficient, throttle opening.

[0014] In a second aspect, an embodiment of the present application provides a vehicle lateral displacement control device based on an angle module, comprising: An acquisition module is configured to acquire a target turning angle of a target vehicle, a lateral displacement control signal, and actual turning angles of each wheel of the target vehicle, and determine a turning angle vector difference value according to the target turning angle and the actual turning angles of each wheel. A judgment module is configured to determine whether the turning angle vector difference value is greater than a preset difference value. A first response module is configured to, in response to the turning angle vector difference value being greater than the preset difference value, adjust each wheel of the target vehicle according to the turning angle vector difference value until the turning angle vector difference value is not greater than the preset difference value. A second response module is configured to, in response to the turning angle vector difference value being not greater than the preset difference value, drive the target vehicle to perform lateral displacement according to the lateral displacement control signal.

[0015] In a third aspect, an embodiment of the present application provides an electronic device, comprising a processor and a memory, wherein the memory stores programs or instructions executable on the processor, and the programs or instructions are executed by the processor to implement the steps of the vehicle lateral displacement control method based on the angle module according to the first aspect.

[0016] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, wherein the readable storage medium stores programs or instructions, and the programs or instructions are executed by a processor to implement the steps of the vehicle lateral displacement control method based on the angle module according to the first aspect.

[0017] The technical scheme provided by the present application first acquires a target turning angle of a target vehicle, a lateral displacement control signal, and actual turning angles of each wheel of the target vehicle, and determines a turning angle vector difference value according to the target turning angle and the actual turning angles of each wheel. Further, it is determined whether the turning angle vector difference value is greater than a preset difference value. Finally, in response to the turning angle vector difference value being greater than the preset difference value, each wheel of the target vehicle is adjusted according to the turning angle vector difference value until the turning angle vector difference value is not greater than the preset difference value. In response to the turning angle vector difference value being not greater than the preset difference value, the target vehicle is driven to perform lateral displacement according to the lateral displacement control signal. The present application adjusts the angles of each vehicle according to the target turning angle when controlling the lateral displacement of the vehicle, and drives the vehicle to perform lateral displacement according to the lateral displacement control signal, effectively optimizes the turning angle difference value of the wheels, realizes the lateral speed compound control of the steering wheel and the throttle, enriches the driving diversity, and improves the driving experience.

[0018] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and / or can be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0019] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the following drawings of which: Figure 1 A flowchart of a vehicle lateral displacement control method based on an angle module is provided for an embodiment of the present application.

[0020] Figure 2 A flowchart of a corner compensation and lateral displacement control is provided for an embodiment of the present application.

[0021] Figure 3 A vehicle driving mode determination diagram is provided for an embodiment of the present application.

[0022] Figure 4 A vehicle lateral displacement control device based on an angle module is provided for an embodiment of the present application.

[0023] Figure 5 A structure diagram of an electronic device is provided for an embodiment of the present application. DETAILED DESCRIPTION

[0024] Embodiments of the present application will be described in more detail by referring to the attached drawings. Although certain embodiments of the present application are shown in the drawings, it is understood that the present application can be implemented in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided so as to more completely and thoroughly understand the present application. It is understood that the drawings and embodiments of the present application are for exemplary purposes only and are not intended to limit the scope of protection of the present application.

[0025] It is understood that each of the steps recited in the method embodiments of the present application can be executed in different orders and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the execution of the steps shown. The scope of the present application is not limited in this respect.

[0026] As recited in the background section, in the field of vehicle lateral displacement control, the prior art has obvious deficiencies: on the one hand, the four-wheel corner difference identification has a large delay, which greatly slows down the system response speed; on the other hand, the lateral speed control relies too much on a single signal source, such as only relying on the steering wheel or only relying on the accelerator, which severely limits the flexibility of the driver's operation; in addition, the dynamic adjustment precision is poor, making it difficult to effectively cope with complex and variable road conditions. Although there are some implementation schemes related to this field at present, these schemes still have defects, such as crabbing (i.e., lateral displacement control) through fixed proportional allocation of four-wheel steering angles, which does not solve the real-time compensation problem of corner difference, and only through the accelerator pedal to map the lateral speed lacks coordinated control with the steering wheel input, etc.

[0027] Based on this, the application provides a vehicle lateral movement control method based on an angle module and related equipment. When the vehicle is controlled to move laterally, the angles of each vehicle are adjusted according to a target rotation angle, and the vehicle is driven to move laterally according to a lateral movement control signal, effectively optimizing the rotation angle difference of the wheels, realizing the lateral speed composite control of the steering wheel and the accelerator, enriching the driving diversity, and improving the driving experience.

[0028] Reference Figure 1 The flowchart of the vehicle lateral movement control method based on an angle module provided by the embodiment of the application.

[0029] In step S101, a target rotation angle, a lateral movement control signal, and actual rotation angles of each wheel of a target vehicle are obtained, and a rotation angle vector difference is determined according to the target rotation angle and the actual rotation angles of each wheel.

[0030] Specifically, in vehicle lateral movement control, the target rotation angle, the lateral movement control signal, and the actual rotation angle are core input parameters. The target rotation angle is the lateral movement direction angle (such as the overall deviation angle in crab mode) that the driver or the automatic driving system expects the vehicle to reach. It can be generated by a steering wheel rotation angle sensor (manual driving) or a path planning module (automatic driving). It can also be a target rotation angle input by a human-machine interaction (HMI) interface and received by a central controller of a vehicle control unit. For example, a preset mode (such as “crab left shift 30 cm”) is selected through the HMI interface, and the system automatically calculates the target rotation angle. The lateral movement control signal is used to indicate the speed or displacement instruction of the vehicle lateral movement (such as “left shift 0.5 m / s”). Each wheel end of the target vehicle is configured with a corresponding angle module system. The angle module system includes a rotation angle detection unit, which can collect the actual rotation angles of the corresponding wheels (front left, front right, rear left, and rear right) through the rotation angle sensors installed on the wheels. Further, the angle module system also includes a difference calculation module, which can calculate the rotation angle vector difference between the target rotation angle (issued by the central controller) and the actual rotation angle. The rotation angle vector difference reflects the deviation degree of the current wheel state from the target state, and is directly related to the system delay.

[0031] As an optional embodiment, the rotation angle vector difference is determined according to the target rotation angle and the actual rotation angles of each wheel, including:

[0032] Among them, the rotation angle vector difference, the target rotation angle, the actual rotation angle of a wheel, the number of wheels.

[0033] In step S102, it is determined whether the rotation angle vector difference is greater than a preset difference value.

[0034] Specifically, by comparing the turning angle vector difference with the preset difference, it is determined whether the adjustment mechanism needs to be triggered. The preset difference is a preset difference between the target turning angle and the actual turning angle, which can be set according to actual conditions.

[0035] In step S103, in response to the turning angle vector difference being greater than the preset difference, each wheel of the target vehicle is adjusted according to the turning angle vector difference until the turning angle vector difference is not greater than the preset difference.

[0036] Specifically, the angle module system of each wheel can calculate the correction force or movement amount to be applied according to the size and direction of the error, and generate a corresponding steering control signal (usually a current or voltage instruction sent to the steering execution motor). The steering control signal drives the steering actuator (usually a motor) of the wheel, drives the steering tie rod, and thus dynamically adjusts the actual turning angle of the wheel. The direction of adjustment is always to make the actual turning angle approach the target turning angle, so as to reduce the turning angle vector difference. When the actual turning angle approaches the target turning angle, the difference between the target turning angle and the actual turning angle of the corresponding wheel approaches 0, and when the turning angle vector difference is not greater than the preset difference, it is considered that the wheel has reached the requirement and no further action is needed. While the wheel is rotating, a high-precision angle sensor (such as an optical encoder) continuously measures the new actual turning angle and feeds back to the angle module system in real time. The system calculates the new "target-actual" turning angle vector difference again. The above steps (calculation -> judgment -> signal generation -> execution -> feedback) form a high-speed closed loop until the actual turning angle approaches the target turning angle, so that the difference approaches 0. When the system detects that the turning angle vector difference of all wheels is not greater than the preset difference, it is determined that the turning angle adjustment of the current wheel is completed, and the vehicle is in the expected steering geometry state.

[0037] In step S104, in response to the turning angle vector difference being not greater than the preset difference, the target vehicle is driven to move laterally according to the lateral movement control signal.

[0038] Reference Figure 2 A flowchart of the turning angle compensation and lateral movement control provided by the embodiments of the present application is shown.

[0039] Specifically, after it is determined whether the turning angle vector difference is greater than the preset difference, if the turning angle vector difference is less than the preset difference, the angle module system can directly drive the target vehicle to perform a lateral movement action according to the steering wheel turning angle or / and the throttle opening. Alternatively, if the turning angle vector difference is not less than the preset difference, after the dynamic adjustment process in step S103, when the vehicle is in the expected steering geometry state, the angle module system can directly drive the target vehicle to perform a lateral movement action according to the steering wheel turning angle or / and the throttle opening.

[0040] Reference Figure 3A vehicle driving mode determination schematic diagram provided for the embodiments of the present application.

[0041] As an optional embodiment, the lateral movement control signal comprises a throttle opening and a steering wheel angle; and driving the target vehicle according to the lateral movement control signal comprises: determining whether the steering wheel angle is not less than a preset angle threshold and whether the throttle opening is zero; in response to the steering wheel angle being not less than the preset angle threshold and the throttle opening being zero, determining that the target vehicle is driven into a direction priority mode, and determining a lateral movement speed of the target vehicle according to the steering wheel angle; and in response to the steering wheel angle being less than the preset angle threshold, exiting the direction priority mode.

[0042] Specifically, the lateral movement control signal comprises a throttle opening and a steering wheel angle. The throttle opening (Throttle Opening) can represent the demand of the driver or the automatic driving system for the longitudinal (forward / reverse) power of the vehicle. Zero opening means no acceleration intention. The steering wheel angle (Steering Wheel Angle) can generally represent the driver's expectation for the driving direction of the vehicle. In this mode, it can represent the control of the lateral movement speed and direction.

[0043] There are two conditions for determining whether to drive the target vehicle into the direction priority mode. Condition one is that the steering wheel angle is not less than a preset angle threshold, which is to prevent false triggering. Small steering wheel adjustments (such as fine tuning the direction or normal cornering) will not activate the lateral movement mode. Only when the driver turns the steering wheel explicitly and significantly, the system considers it as a strong lateral movement intention signal. The preset angle threshold is a calibrated value, which can be set to be much larger than the angle of normal lane changing or cornering, for example, 270 degrees or more, to ensure clear intention. Condition two is that the throttle opening is zero, which is a safety interlock, a key safety measure. It ensures that the vehicle will only be laterally moved when there is no longitudinal acceleration demand. This effectively avoids the risk of losing control due to false operation of the steering wheel triggering lateral movement suddenly while driving at high speed. The driver must actively release the throttle, indicating that he is currently focused on low-speed, precise shuffling operations (such as parking), rather than normal driving. Only when both conditions are met, the system will determine to enter the "direction priority mode".

[0044] Further, the lateral movement speed is determined according to the steering wheel angle, at this time, the steering wheel no longer directly controls the wheel steering angle (because the wheel can be independently controlled by the angle module), but as a large-scale, analog "lateral movement speed adjustment knob".

[0045] As an optional embodiment, when the system enters the "direction priority mode", the lateral movement speed is determined according to the steering wheel angle, comprising:

[0046] wherein, is the lateral velocity, is the steering wheel gain coefficient, is the steering wheel angle.

[0047] The mode exit condition is that the steering wheel angle is less than a preset angle threshold. The purpose is to provide a seamless, intuitive exit mechanism. When the driver finishes the lateral move and returns the steering wheel to straight (or within a threshold), the system immediately exits the direction priority mode and the vehicle reverts to normal driving logic (e.g. front wheel steering, rear wheel drive). This exit condition is equally important as it ensures smoothness and predictability of the mode switching, and does not confuse the driver.

[0048] As an optional embodiment, driving the target vehicle according to the lateral move control signal comprises: determining whether the throttle opening is not less than a preset opening threshold and whether the steering wheel angle is zero; in response to the throttle opening being not less than the preset opening threshold and the steering wheel angle being zero, determining to drive the target vehicle into the power priority mode, and determining the lateral velocity of the target vehicle according to the throttle opening; and in response to the throttle opening being less than the preset opening threshold, exiting the power priority mode.

[0049] Similarly, there are two conditions to determine whether to drive the target vehicle into the direction priority mode. Condition one is that the throttle opening is not less than a preset opening threshold, which is to prevent false triggering. A clear and conscious acceleration intention is needed to start the lateral move. Slight pedal contact or slight pressure when the foot is resting will not activate the mode. This preset opening threshold is usually a very small value (e.g. 5%). Condition two is that the steering wheel angle is zero, which is to ensure safety interlocking and mode isolation. This is the most critical safety measure, and its purpose is twofold: Avoid control conflicts: Ensure that the lateral movement command of the vehicle is 100% derived from the throttle pedal, not the traditional steering input. Prevent the system from simultaneously processing two different direction commands and causing unpredictable behavior.

[0050] Clarify the driver's intention: Steering wheel return indicates that the driver does not want to perform traditional steering, but wants to perform pure lateral movement. This clearly distinguishes between "normal forward movement" and "special lateral movement" states.

[0051] Only when both conditions are met, the system will determine to enter the "power priority mode".

[0052] The control logic in this mode is to determine the lateral velocity according to the throttle opening. At this time, the throttle pedal is no longer a power input to control the vehicle forward / backward, but becomes a pure "lateral velocity adjustment pedal".

[0053] As an optional embodiment, when the system enters the "power priority mode", the lateral speed is determined according to the accelerator opening degree, comprising:

[0054] wherein, is the lateral speed, is the accelerator gain coefficient, is the accelerator opening degree.

[0055] The exit condition of this mode is that the accelerator opening degree is less than a preset opening degree threshold, and the purpose is to provide an immediate, safe and intuitive exit mechanism. As long as the driver releases the accelerator, the lateral movement force is immediately cut off, and the vehicle stops moving laterally. This conforms to the most basic driving safety intuition - "release the accelerator to reduce speed". This is the most direct and safe exit method, which gives the driver the highest control.

[0056] As an optional embodiment, the target vehicle is driven to move laterally according to the lateral movement control signal, comprising: determining whether the accelerator opening degree is not less than a preset opening degree threshold and whether the steering wheel rotation angle is not less than a preset rotation angle threshold; in response to the accelerator opening degree being not less than the preset opening degree threshold and the steering wheel rotation angle being not less than the preset rotation angle threshold, determining that the target vehicle is driven to enter the hybrid mode, and determining the lateral speed of the target vehicle according to the accelerator opening degree and the steering wheel rotation angle.

[0057] Similarly, there are two conditions for determining whether to drive the target vehicle into the hybrid mode. Condition one is that the accelerator opening degree is not less than a preset opening degree threshold, and the purpose is to require a clear power request to activate the system. Slight pedal contact will not trigger. Condition two is that the steering wheel rotation angle is not less than a preset rotation angle threshold, and the purpose is to require a clear steering intention to activate the system. It prevents entering this mode when making normal small-angle corrections to the direction. Only when both conditions are met at the same time, the system will determine to enter the "hybrid mode". This combined condition defines a very unique driving state, that is, the driver "steers at a large angle" and "steps on the accelerator" at the same time.

[0058] The control logic in this mode is to determine the lateral speed according to the steering wheel rotation angle and the accelerator opening degree. The lateral speed can be calculated by combining the accelerator and the steering wheel according to certain weights. Engineers can adjust the weights according to the positioning of the vehicle model (for example, a more sporty adjustment may give the accelerator a higher weight, and a more flexible adjustment may give the steering wheel a higher weight), and the weights are proportional gain coefficients of the accelerator or the steering wheel.

[0059] As an optional embodiment, when the system enters the "hybrid mode", the lateral speed is determined according to the steering wheel rotation angle and the accelerator opening degree, comprising:

[0060] wherein, is a lateral velocity, is a steering gain coefficient, is a steering angle, is a throttle gain coefficient, is a throttle opening.

[0061] As an optional embodiment, the method further comprises: in response to the steering angle vector difference exceeding a preset threshold value within a preset time interval, confirming that the exit direction priority mode, the power priority mode or the hybrid mode is stopped, and driving the target vehicle to move laterally.

[0062] Specifically, this step no longer relies on the driver's input (such as releasing the throttle or returning the steering wheel) as an exit condition, but is based on the vehicle's own state monitoring to force exit, which belongs to a kind of fail-safe mechanism. The core of this embodiment is to monitor the execution state of the system core in real time, and as soon as an abnormality or performance degradation is found, safety protection is triggered immediately, and the current operation is suspended.

[0063] For example, the difference continuously exceeds the preset threshold value within a preset time interval (for example, 500 milliseconds). Among them, "exceeding the preset threshold value indicates that the system has a significant execution deviation. The wheels cannot reach the specified position according to the instructions. "Within a preset time interval" is a key condition to filter transient disturbances. For example, a small stone is pressed under the wheel, causing the tire to jump slightly and produce a small error. This transient error will recover quickly, so it will not trigger an exit. Only persistent and uncorrectable deviation will be judged as a failure. No matter it is direction priority, power priority or hybrid mode, as long as the above failure conditions are met, the system will immediately force exit. This mechanism solves the potential safety hazards of the previous mode that relies on the driver's input to exit: Actuator failure: the steering motor of a certain wheel is stuck, damaged or power down, so that it cannot turn to the target position at all.

[0064] Sensor failure: the sensor (such as an optical encoder) that measures the actual steering angle fails to provide an error reading, making the system mistakenly believe that the error is large (or small).

[0065] Mechanical jam: the mechanical parts of the steering mechanism, such as the pull rod and the ball head, are jammed or interfered, preventing the wheel from turning.

[0066] Extreme road disturbance: the wheel is continuously on a low adhesion road surface (such as ice) or is stuck by an obstacle, causing the tire to slip or be unable to move.

[0067] In these cases, the driver can not be aware of the abnormality and still keep the input of the active mode (such as stepping on the accelerator or hitting the direction). Without this monitoring mechanism, the system will continue to try to execute the lateral movement instruction, which can cause the vehicle to move in the wrong direction, the vehicle to have an unstable posture such as shaking, twisting, etc., damage the steering or driving actuators, and eventually cause a collision accident.

[0068] The vehicle lateral movement control method based on the angle module provided in the present application first acquires a target turning angle, a lateral movement control signal, and actual turning angles of each wheel of a target vehicle, determines a turning angle vector difference value according to the target turning angle and the actual turning angles of each wheel, further determines whether the turning angle vector difference value is greater than a preset difference value, finally, in response to the turning angle vector difference value being greater than the preset difference value, adjusts each wheel of the target vehicle according to the turning angle vector difference value until the turning angle vector difference value is not greater than the preset difference value, and in response to the turning angle vector difference value not being greater than the preset difference value, drives the target vehicle to move laterally according to the lateral movement control signal. In the present application, the angles of each vehicle are adjusted according to the target turning angle when the vehicle is controlled to move laterally, and the vehicle is driven to move laterally according to the lateral movement control signal, which effectively optimizes the turning angle difference value of the wheel, realizes the lateral speed compound control of the steering wheel and the accelerator, enriches the driving diversity, and improves the driving experience.

[0069] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario, and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the above method.

[0070] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order described above and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0071] Corresponding to the above-mentioned embodiments, the present application also provides a vehicle lateral movement control device based on an angle module.

[0072] Reference Figure 4 A vehicle lateral movement control device based on an angle module provided by the embodiments of the present application is shown in the figure.

[0073] The vehicle lateral movement control device 400 based on an angle module provided by the embodiments of the present application comprises: The acquisition module 401 is configured to acquire a target turning angle of the target vehicle, a lateral displacement control signal, and actual turning angles of each wheel of the target vehicle, and determine a turning angle vector difference according to the target turning angle and the actual turning angles of each wheel; The determination module 402 is configured to determine whether the turning angle vector difference is greater than a preset difference value; The first response module 403 is configured to, in response to the turning angle vector difference being greater than the preset difference value, adjust each wheel of the target vehicle according to the turning angle vector difference until the turning angle vector difference is not greater than the preset difference value; The second response module 404 is configured to, in response to the turning angle vector difference being not greater than the preset difference value, drive the target vehicle to perform lateral displacement according to the lateral displacement control signal.

[0074] Optionally, the lateral displacement control signal includes an accelerator opening degree and a steering wheel turning angle; The second response module 404 is further configured to: determine whether the steering wheel turning angle is not less than a preset turning angle threshold and whether the accelerator opening degree is zero; in response to the steering wheel turning angle being not less than the preset turning angle threshold and the accelerator opening degree being zero, determine to drive the target vehicle to enter a direction priority mode, and determine a lateral displacement speed of the target vehicle according to the steering wheel turning angle; in response to the steering wheel turning angle being less than the preset turning angle threshold, exit the direction priority mode.

[0075] Optionally, the second response module 404 is further configured to: determine whether the accelerator opening degree is not less than a preset opening degree threshold and whether the steering wheel turning angle is zero; in response to the accelerator opening degree being not less than the preset opening degree threshold and the steering wheel turning angle being zero, determine to drive the target vehicle to enter a power priority mode, and determine a lateral displacement speed of the target vehicle according to the accelerator opening degree; in response to the accelerator opening degree being less than the preset opening degree threshold, exit the power priority mode.

[0076] Optionally, the second response module 404 is further configured to: determine whether the accelerator opening degree is not less than a preset opening degree threshold and whether the steering wheel turning angle is not less than a preset turning angle threshold; in response to the accelerator opening degree being not less than the preset opening degree threshold and the steering wheel turning angle being not less than the preset turning angle threshold, determine to drive the target vehicle to enter a hybrid mode, and determine a lateral displacement speed of the target vehicle according to the accelerator opening degree and the steering wheel turning angle.

[0077] Optionally, the second response module 404 is further configured to: In response to the turning angle vector difference exceeding a preset threshold value within a preset time interval, the exit direction priority mode, the power priority mode or the hybrid mode is confirmed, and driving the target vehicle to move laterally is stopped.

[0078] Optionally, the turning angle vector difference is determined according to the target turning angle and the actual turning angles of the wheels, and includes:

[0079] wherein, is the turning angle vector difference, is the target turning angle, is the actual turning angle of a wheel, is the number of wheels.

[0080] Optionally, the lateral movement speed of the target vehicle is determined according to the accelerator opening degree and the steering wheel turning angle, and includes:

[0081] wherein, is the lateral movement speed, is the steering wheel gain coefficient, is the steering wheel turning angle, is the accelerator gain coefficient, is the accelerator opening degree.

[0082] The vehicle lateral movement control device based on the angle module provided in the application first acquires the target turning angle, the lateral movement control signal and the actual turning angles of the wheels of the target vehicle, determines the turning angle vector difference according to the target turning angle and the actual turning angles of the wheels, further determines whether the turning angle vector difference is greater than a preset difference value, finally, in response to the turning angle vector difference being greater than the preset difference value, adjusts the wheels of the target vehicle according to the turning angle vector difference until the turning angle vector difference is not greater than the preset difference value, and in response to the turning angle vector difference being not greater than the preset difference value, drives the target vehicle to move laterally according to the lateral movement control signal. The application adjusts the angles of the wheels according to the target turning angle when controlling the vehicle to move laterally, drives the vehicle to move laterally according to the lateral movement control signal, effectively optimizes the turning angle difference of the wheels, realizes the lateral speed compound control of the steering wheel and the accelerator, enriches the driving diversity and improves the driving experience.

[0083] For the convenience of description, the above system is described as various modules in terms of functions. Of course, the functions of the modules can be realized in one or more software and / or hardware when implementing the application.

[0084] The system of the above embodiments is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0085] Corresponding to the above embodiment, the application further provides an electronic device.

[0086] Reference Figure 5 For a block schematic diagram of an electronic device according to some embodiments of the application, a more specific schematic diagram of the hardware structure of an electronic device provided by the present embodiment is shown, which can include a processor 510, a memory 520, an input / output interface 530, a communication interface 540 and a bus 550. The processor 510, the memory 520, the input / output interface 530 and the communication interface 540 are connected to each other through the bus 550 for internal communication connection between the devices.

[0087] The processor 510 can be implemented in the form of a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the present embodiment.

[0088] The memory 520 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 520 can store an operating system and other application programs, and when the technical solutions provided by the present embodiment are implemented by software or firmware, the related program codes are stored in the memory 520 and called and executed by the processor 510.

[0089] The input / output interface 530 is used to connect the input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0090] The communication interface 540 is used to connect the communication module (not shown in the figure) to realize the communication interaction between the present device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or through wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0091] The bus 550 includes a channel for transmitting information between various components (such as the processor 510, the memory 520, the input / output interface 530 and the communication interface 540) of the device.

[0092] It should be noted that although the above device only shows the processor 510, the memory 520, the input / output interface 530, the communication interface 540 and the bus 550, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0093] The electronic device of the above embodiment is used to implement the corresponding method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0094] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a computer readable storage medium, which stores computer instructions for causing a computer to execute the method of any of the above embodiments.

[0095] The above computer readable storage medium can be any available medium or data storage device accessible by a computer, including but not limited to magnetic storage (such as floppy disk, hard disk, magnetic tape, magneto-optical disk (MO) and the like), optical storage (such as CD, DVD, BD, HVD and the like), and semiconductor storage (such as ROM, EPROM, EEPROM, non-volatile memory (NAND FLASH), solid state disk (SSD)) and the like.

[0096] The computer instructions stored in the storage medium of the above embodiment are used to cause a computer to execute the method of any of the above exemplary method embodiments, and have the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0097] In addition, although the operations of the method of the present application are described in a specific order in the accompanying drawings, this does not require or imply that the operations must be performed in that specific order, or that all of the shown operations must be performed to achieve the desired result. On the contrary, the steps depicted in the flowchart can change the order of execution. Additionally or alternatively, some steps can be omitted, a plurality of steps can be combined into one step, and / or one step can be divided into a plurality of steps.

[0098] It should be understood that aspects of the application can be implemented in hardware, software, firmware or combinations thereof. In the embodiments described above, various steps or methods can be implemented, for example, in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and in another embodiment, any of the following techniques can be used to implement the hardware used to implement the described functionality: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having logic gates, programmable gate array (PGA), field programmable gate array (FPGA), and / or the like.

[0099] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the application shall have the common meaning understood by one of ordinary skill in the art to which the application pertains. The terms "first", "second", and similar terms used in the embodiments of the application do not denote any order, quantity, or importance, but are used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean only physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like are used only to indicate relative positional relationships, and when the absolute positions of the described objects are changed, the relative positional relationships can also be changed accordingly.

[0100] While the principles and spirit of the application have been described with reference to several specific embodiments, it is to be understood that the application is not limited to the specific embodiments disclosed, and that the division of aspects is not meant to imply that features from these aspects cannot be combined to benefit, but is merely for ease of presentation. The application is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. The scope of the appended claims is the broadest interpretation under the law, to include all such modifications and equivalent structures and functions.

Claims

1. A vehicle lateral movement control method based on corner modules, characterized in that, include: The target turning angle, lateral control signal, and actual turning angle of each wheel of the target vehicle are obtained, and the turning angle vector difference is determined based on the target turning angle and the actual turning angle of each wheel. Determine whether the difference in the angle vector is greater than a preset difference; In response to the steering angle vector difference being greater than the preset difference, the wheels of the target vehicle are adjusted according to the steering angle vector difference until the steering angle vector difference is no greater than the preset difference; In response to the fact that the angle vector difference is not greater than the preset difference, the target vehicle is driven to move laterally according to the lateral movement control signal.

2. The vehicle lateral movement control method based on an angle module according to claim 1, characterized in that, The lateral movement control signal includes throttle opening and steering wheel angle; The step of driving the target vehicle to move laterally according to the lateral control signal includes: Determine whether the steering wheel angle is not less than a preset angle threshold and whether the throttle opening is zero; In response to the steering wheel turning not less than the preset steering angle threshold and the throttle opening being zero, it is determined that the target vehicle is driven into a steering priority mode, and the lateral speed of the target vehicle is determined based on the steering wheel angle. In response to the steering wheel angle being less than the preset angle threshold, the steering priority mode is exited.

3. The vehicle lateral movement control method based on an angle module according to claim 2, characterized in that, The step of driving the target vehicle to move laterally according to the lateral control signal includes: Determine whether the throttle opening is not less than a preset opening threshold and whether the steering wheel angle is zero; In response to the throttle opening being not less than the preset opening threshold and the steering wheel angle being zero, it is determined that the target vehicle is driven into a power priority mode, and the lateral speed of the target vehicle is determined according to the throttle opening. In response to the throttle opening being less than the preset opening threshold, the power priority mode is exited.

4. The vehicle lateral movement control method based on an angle module according to claim 3, characterized in that, The step of driving the target vehicle to move laterally according to the lateral control signal includes: Determine whether the throttle opening is not less than the preset opening threshold and whether the steering wheel angle is not less than the preset angle threshold; In response to the throttle opening being not less than the preset opening threshold and the steering wheel rotation being not less than the preset steering angle threshold, it is determined that the target vehicle is driven into a hybrid mode, and the lateral speed of the target vehicle is determined based on the throttle opening and the steering wheel rotation angle.

5. The vehicle lateral movement control method based on an angle module according to any one of claims 2-4, characterized in that, The method further includes: In response to the angle vector difference exceeding a preset threshold within a preset time interval, the system confirms exit from the direction priority mode, power priority mode, or hybrid mode, and stops driving the target vehicle to move laterally.

6. The vehicle lateral movement control method based on an angle module according to claim 1, characterized in that, Determining the steering angle vector difference based on the target steering angle and the actual steering angle of each wheel includes: in, This is the difference in the angle vector. Turn the corner towards your target. The actual turning angle of a certain wheel. This refers to the number of wheels.

7. The vehicle lateral movement control method based on an angle module according to claim 4, characterized in that, Determining the lateral speed of the target vehicle based on the throttle opening and the steering wheel angle includes: in, For lateral velocity, This is the steering wheel gain coefficient. For steering wheel angle, This is the throttle gain coefficient. This refers to the throttle opening.

8. A vehicle lateral movement control device based on an angle module, characterized in that, include: The acquisition module is configured to acquire the target turning angle, the lateral control signal, and the actual turning angle of each wheel of the target vehicle for the target vehicle, and to determine the turning angle vector difference based on the target turning angle and the actual turning angle of each wheel; The judgment module is configured to determine whether the difference in the angle vector is greater than a preset difference. The first response module is configured to adjust each wheel of the target vehicle according to the angle vector difference until the angle vector difference is no greater than the preset difference in response to the angle vector difference being greater than the preset difference. The second response module is configured to drive the target vehicle to move laterally according to the lateral movement control signal in response to the angle vector difference not being greater than the preset difference.

9. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the vehicle lateral movement control method based on an angle module as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle lateral movement control method based on an angle module as described in any one of claims 1 to 7.

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