Vehicle yaw control method based on angle module and related device
By using an angle module-based vehicle lateral movement control method, the wheel angle is dynamically adjusted and combined with steering wheel and throttle signals, which solves the problems of angle recognition delay and reliance on a single signal source in vehicle lateral movement control, and achieves efficient lateral speed control and a rich driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2026-02-26
- Publication Date
- 2026-06-23
Smart Images
Figure CN121734401B_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of vehicle control technology, specifically relating 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 Technology
[0002] Current vehicle lateral movement control suffers from several drawbacks, including delayed recognition of four-wheel steering angle differences, insufficient system response speed, reliance on a single signal source for lateral speed control which limits driver flexibility, and low dynamic adjustment accuracy which makes it difficult to adapt to complex road conditions.
[0003] There are some existing solutions, such as using a fixed ratio to distribute the steering angle of the four wheels to achieve lateral movement control. However, this method suffers from control delay issues due to the transmission of control commands. Furthermore, if lateral speed is mapped solely through the accelerator pedal or solely through the steering wheel angle, there is a lack of coordinated control between the two. Summary of the Invention
[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle lateral movement control method and related equipment based on an angle module. When controlling the lateral movement of the vehicle, the angle of each vehicle is adjusted according to the target turning angle, and the vehicle is driven to move laterally according to the lateral movement control signal. This effectively optimizes the wheel turning angle difference, realizes the composite control of the lateral speed of the steering wheel and accelerator, enriches the driving diversity, and improves the driving experience.
[0005] In a first aspect, embodiments of this application provide a vehicle lateral movement control method based on an angle module, comprising:
[0006] 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.
[0007] Determine whether the angle vector difference is greater than the preset difference;
[0008] In response to the steering angle vector difference being greater than a 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.
[0009] In response to the fact that the angle vector difference is not greater than a preset difference, the target vehicle is driven to move laterally according to the lateral control signal.
[0010] In some embodiments, the lateral control signal includes throttle opening and steering wheel angle;
[0011] The target vehicle is driven to move laterally according to the lateral control signal, including:
[0012] Determine whether the steering wheel angle is not less than the preset angle threshold and whether the throttle opening is zero.
[0013] In response to the steering wheel turning at a value not less than a preset turning angle threshold and the throttle opening being zero, the target vehicle is determined to enter the steering priority mode, and the lateral speed of the target vehicle is determined based on the steering wheel turning angle.
[0014] When the steering wheel angle is less than a preset angle threshold, exit the steering priority mode.
[0015] In some embodiments, driving the target vehicle to lateral movement according to a lateral control signal includes:
[0016] Determine whether the throttle opening is not less than the preset opening threshold and whether the steering wheel angle is zero;
[0017] In response to the throttle opening being no less than a preset opening threshold and the steering wheel angle being zero, the target vehicle is determined to enter the power priority mode, and the lateral speed of the target vehicle is determined based on the throttle opening.
[0018] When the throttle opening is less than the preset threshold, the power priority mode is exited.
[0019] In some embodiments, driving the target vehicle to lateral movement according to a lateral control signal includes:
[0020] 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;
[0021] In response to the throttle opening being no less than a preset opening threshold and the steering wheel turning being no less than a preset turning angle threshold, the target vehicle is determined to enter the hybrid mode, and the lateral speed of the target vehicle is determined based on the throttle opening and the steering wheel turning angle.
[0022] In some embodiments, the method further includes:
[0023] If the angle vector difference exceeds 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.
[0024] In some embodiments, determining the steering angle vector difference based on the target steering angle and the actual steering angle of each wheel includes:
[0025]
[0026] 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.
[0027] In some embodiments, determining the lateral speed of the target vehicle based on the throttle opening and the steering wheel angle includes:
[0028]
[0029] in, The 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.
[0030] Secondly, embodiments of this application provide a vehicle lateral movement control device based on an angle module, comprising:
[0031] The acquisition module is configured to acquire the target turning angle, lateral control signal and actual turning angle of each wheel of the target vehicle, and determine the turning angle vector difference based on the target turning angle and the actual turning angle of each wheel.
[0032] The judgment module is configured to determine whether the difference in the corner vector is greater than a preset difference.
[0033] The first response module is configured to respond to the angle vector difference being greater than a preset difference by adjusting each wheel of the target vehicle according to the angle vector difference until the angle vector difference is no greater than the preset difference.
[0034] 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 a preset difference.
[0035] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory, wherein the memory stores a program or instructions executable on the processor, and the program or instructions, when executed by the processor, implement the steps of the vehicle lateral movement control method based on the corner module as described in the first aspect.
[0036] Fourthly, embodiments of this application provide a computer-readable storage medium storing 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 the first aspect.
[0037] The technical solution provided in this application first acquires the target steering angle, lateral movement control signal, and actual steering angles of each wheel of the target vehicle. Based on the target steering angle and the actual steering angles of each wheel, it determines the steering angle vector difference. Further, it determines whether the steering angle vector difference is greater than a preset difference. Finally, in response to the steering angle vector difference being greater than the preset difference, it adjusts each wheel of the target vehicle according to the steering angle vector difference until the steering angle vector difference is no greater than the preset difference. In response to the steering angle vector difference being no greater than the preset difference, it drives the target vehicle to move laterally according to the lateral movement control signal. This application, by adjusting the angles of each vehicle according to the target steering angle and driving the vehicle to move laterally according to the lateral movement control signal during lateral movement control, effectively optimizes the steering angle difference of the wheels, realizes composite control of the lateral speed of the steering wheel and accelerator, enriches driving diversity, and improves the driving experience.
[0038] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0039] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0040] Figure 1 This is a flowchart illustrating the vehicle lateral movement control method based on an angle module provided in an embodiment of this application.
[0041] Figure 2 This is a schematic diagram of the angle compensation and lateral movement control provided in the embodiments of this application.
[0042] Figure 3 This is a schematic diagram illustrating vehicle drive mode determination provided in an embodiment of this application.
[0043] Figure 4 A schematic diagram of a vehicle lateral movement control device based on an angle module provided in an embodiment of this application.
[0044] Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation
[0045] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.
[0046] It should be understood that the steps described in the method embodiments of this application may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this application is not limited in this respect.
[0047] As described in the background section, existing technologies in vehicle lateral movement control have significant shortcomings: on the one hand, the recognition of four-wheel steering angle differences has a large delay, which greatly slows down the system response speed; on the other hand, lateral speed control relies excessively on a single signal source, such as relying solely on the steering wheel or solely on the accelerator, severely limiting the driver's operational flexibility; furthermore, the dynamic adjustment accuracy is poor, making it difficult to effectively cope with complex and changing road conditions. Although there are currently some implementation solutions related to this field, these solutions still have defects, such as achieving crabbing (i.e., lateral movement control) by allocating four-wheel steering angles in a fixed ratio without solving the problem of real-time compensation for steering angle differences, and relying solely on the accelerator pedal to map lateral speed without coordinating control with steering wheel input, etc.
[0048] Based on this, this application provides a vehicle lateral movement control method and related equipment based on an angle module. When performing lateral movement control on the vehicle, the angle of each vehicle is adjusted according to the target turning angle, and the vehicle is driven to move laterally according to the lateral movement control signal. This effectively optimizes the turning angle difference of the wheels, realizes the composite control of the lateral speed of the steering wheel and the accelerator, enriches the driving diversity, and improves the driving experience.
[0049] refer to Figure 1 This is a flowchart illustrating the vehicle lateral movement control method based on an angle module provided in this application embodiment.
[0050] Step S101: Obtain the target turning angle, lateral control signal, and actual turning angle of each wheel of the target vehicle; determine the turning angle vector difference based on the target turning angle and the actual turning angle of each wheel.
[0051] Specifically, in vehicle lateral movement control, the target turning angle, lateral movement control signal, and actual turning angle are the core input parameters. The target turning angle is the lateral movement angle that the driver or autonomous driving system expects the vehicle to achieve (such as the overall offset angle in crab mode). It can be obtained through a steering wheel angle sensor (manual driving) or generated by the path planning module (autonomous driving). Alternatively, the target turning angle can be received by the central controller of the vehicle control unit from the human-machine interface (HMI). For example, by selecting a preset mode through the HMI interface (such as "crab mode, move left 30cm"), the system automatically calculates the target turning angle. The lateral movement control signal is used to indicate the speed or displacement command of the vehicle's lateral movement (such as "move left 0.5m / s"). Each wheel end of the target vehicle is equipped with a corresponding angle module system, which includes a turning angle detection unit. The turning angle detection unit can collect the actual turning angle of the corresponding wheel (front left, front right, rear left, rear right) in real time through the turning angle sensors installed on each wheel. Furthermore, the corner module system also includes a difference calculation module, which can calculate the angle vector difference between the target turning angle (issued by the central controller) and the actual turning angle. The angle vector difference reflects the degree of deviation between the current wheel state and the target state, and is directly related to the system delay.
[0052] As an optional embodiment, the steering angle vector difference is determined based on the target steering angle and the actual steering angle of each wheel, including:
[0053]
[0054] 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.
[0055] Step S102: Determine whether the angle vector difference is greater than the preset difference.
[0056] Specifically, by comparing the angle vector difference with a preset difference, it is determined whether the adjustment mechanism needs to be triggered. The preset difference is the pre-set difference between the allowed target angle and the actual angle, which can be set according to the actual situation.
[0057] Step S103: In response to the steering angle vector difference being greater than a preset difference, adjust each wheel of the target vehicle according to the steering angle vector difference until the steering angle vector difference is no greater than the preset difference.
[0058] Specifically, the angle module system for each wheel can calculate the required corrective force or movement based on the magnitude and direction of the error, and generate a corresponding steering control signal (usually a current or voltage command sent to the steering actuator motor). This steering control signal drives the wheel's steering actuator (usually a motor), which in turn moves the steering tie rod, dynamically adjusting the wheel's actual turning angle. The adjustment direction is always to bring the actual turning angle closer to the target turning angle, thereby reducing the angle vector difference. When the actual turning angle approaches the target turning angle, the difference between the target turning angle and the corresponding wheel's actual turning angle approaches zero. When the angle vector difference is no greater than a preset difference, the wheel is considered to have met the requirements and no further action is needed. Simultaneously, a high-precision angle sensor (such as a photoelectric encoder) continuously measures the new actual turning angle and feeds it back to the angle module system in real time. The system then recalculates the new "target-actual" angle vector difference. These steps (calculation -> judgment -> signal generation -> execution -> feedback) form a high-speed closed loop until the actual turning angle infinitely approaches the target turning angle, causing the difference to approach zero. When the system detects that the difference in the steering angle vector of all wheels is no greater than the preset difference, it determines that the steering angle of the current wheel has been adjusted and the vehicle is in the expected steering geometry state.
[0059] In step S104, in response to the fact that the angle vector difference is not greater than a preset difference, the target vehicle is driven to move laterally according to the lateral movement control signal.
[0060] refer to Figure 2 This is a schematic diagram of the angle compensation and lateral movement control provided in the embodiments of this application.
[0061] Specifically, after determining whether the angle vector difference is greater than a preset difference, if the angle vector difference is less than the preset difference, the angle module system can directly drive the target vehicle to perform a lateral movement based on the steering wheel angle and / or throttle opening. Alternatively, if the angle vector difference is not less than the preset difference, after executing 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 based on the steering wheel angle and / or throttle opening.
[0062] refer to Figure 3 This is a schematic diagram of vehicle drive mode determination provided in an embodiment of this application.
[0063] As an optional embodiment, the lateral movement control signal includes throttle opening and steering wheel angle; driving the target vehicle to lateral movement according to the lateral movement control signal includes: 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 the lateral movement speed of the target vehicle according to the steering wheel angle; in response to the steering wheel angle being less than the preset angle threshold, exiting the direction priority mode.
[0064] Specifically, lateral control signals include throttle opening and steering wheel angle. Throttle opening represents the driver's or autonomous driving system's demand for longitudinal (forward / reverse) power. Zero opening means no intention to accelerate. Steering wheel angle typically represents the driver's desired direction of travel. In this mode, it can indicate control over lateral speed and direction.
[0065] There are two conditions for determining whether to drive the target vehicle into direction priority mode. The first condition is that the steering wheel angle is not less than a preset angle threshold, the purpose of which is to prevent accidental triggering. Small steering wheel adjustments (such as fine-tuning the direction or normal cornering) will not activate lateral movement mode. Only when the driver clearly and significantly turns the steering wheel will the system recognize this as a strong lateral movement intention signal. The preset angle threshold is a calibrated value, possibly set much larger than the angle of a normal lane change or cornering, such as 270 degrees or more, to ensure clear intent. The second condition is that the throttle opening is zero, the purpose of which is safety interlock, a crucial safety measure. It ensures that the vehicle will only lateral move when there is no longitudinal acceleration requirement. This effectively avoids the risk of loss of control due to sudden lateral movement triggered by accidental steering wheel operation at high speeds. The driver must actively release the throttle, indicating that they are currently focused on low-speed, precise maneuvering (such as parking), rather than normal driving. Only when both conditions are met simultaneously will the system determine to enter "direction priority mode".
[0066] Furthermore, the lateral speed is determined based on the steering wheel angle. At this point, the steering wheel no longer directly controls the wheel steering angle (because the wheels may already be independently controlled by the angle module), but instead acts as a large, analog "lateral speed adjustment knob".
[0067] As an optional embodiment, when the system enters "direction priority mode", the lateral speed is determined based on the steering wheel angle, including:
[0068]
[0069] in, The lateral velocity, This is the steering wheel gain coefficient. This refers to the steering wheel angle.
[0070] The mode exit condition is that the steering wheel angle is less than a preset angle threshold, the purpose of which is to provide a seamless and intuitive exit mechanism. When the driver completes the lateral movement and returns the steering wheel to center (or returns it to within the threshold), the system immediately exits the steering priority mode, and the vehicle resumes normal driving logic (such as front-wheel steering and rear-wheel drive). This exit condition is equally important; it ensures the smoothness and predictability of mode switching, without confusing the driver.
[0071] As an optional embodiment, driving the target vehicle to move laterally according to the lateral control signal includes: 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 that the target vehicle is driven into a power priority mode, and determining the lateral speed of the target vehicle according to the throttle opening; in response to the throttle opening being less than the preset opening threshold, exiting the power priority mode.
[0072] Similarly, there are two conditions for determining whether to drive the target vehicle into steering priority mode. The first condition is that the throttle opening is not less than a preset threshold, the purpose of which is to prevent accidental triggering. A clear, conscious acceleration intention is required to initiate lateral movement. Slight pedal contact or slight pressure when the foot is at rest will not activate this mode. This preset threshold is usually a very small value (e.g., 5%). The second condition is that the steering wheel angle is zero, the purpose of which is safety interlocking and mode isolation. This is the most critical safety measure, and its purpose is twofold:
[0073] Avoid control conflicts: Ensure that 100% of the vehicle's lateral movement commands originate from the accelerator pedal, not from traditional steering input. Prevent the system from processing two different directional commands simultaneously, which could lead to unpredictable behavior.
[0074] Clearly define the driver's intention: straightening the steering wheel indicates that the driver does not wish to perform traditional steering, but rather desires pure lateral movement. This clearly distinguishes between the two states of "normal forward movement" and "special lateral movement".
[0075] The system will only enter "power priority mode" when both of these conditions are met.
[0076] In this mode, the control logic determines the lateral speed based on the throttle opening. At this time, the throttle pedal is no longer the power input to control the vehicle's forward / backward movement, but becomes a pure "lateral speed adjustment pedal".
[0077] As an optional embodiment, when the system enters "power priority mode", the lateral speed is determined based on the throttle opening, including:
[0078]
[0079] in, The lateral velocity, This is the throttle gain coefficient. This refers to the throttle opening.
[0080] The exit condition for this mode is that the throttle opening is less than a preset threshold, aiming to provide an immediate, safe, and intuitive exit mechanism. As soon as the driver releases the throttle, lateral movement is immediately cut off, and the vehicle stops moving laterally. This aligns with the most basic driving safety intuition—"releasing the throttle slows down." This is the most direct and safe exit method, giving the driver the highest level of control.
[0081] As an optional embodiment, driving the target vehicle to move laterally according to the lateral control signal includes: determining whether the throttle opening is not less than a preset opening threshold and whether the steering wheel angle is not less than a preset steering angle threshold; in response to the throttle opening being not less than the preset opening threshold and the steering wheel angle being not less than the preset steering angle threshold, determining that the target vehicle is driven into a hybrid mode, and determining the lateral speed of the target vehicle based on the throttle opening and the steering wheel angle.
[0082] Similarly, there are two conditions for determining whether to drive the target vehicle into hybrid mode. The first condition is that the throttle opening is not less than a preset threshold, requiring a clear power request to activate the system. Slight pedal contact will not trigger it. The second condition is that the steering wheel angle is not less than a preset angle threshold, requiring a clear steering intention to activate the system, preventing accidental entry into this mode during normal small-angle steering corrections. Only when both conditions are met simultaneously will the system determine whether to enter "hybrid mode." This combination of conditions defines a very unique driving state: the driver simultaneously "turns the steering wheel at a large angle" and "presses the accelerator."
[0083] The control logic in this mode determines the lateral movement speed based on the steering wheel angle and throttle opening. The lateral movement speed can be calculated by combining the throttle and steering wheel signals with certain weights. Engineers can adjust the settings according to the vehicle model (for example, a more sporty setting might give higher weight to the throttle, while a more flexible setting might give higher weight to the steering wheel), and the weights are the proportional gain coefficients of the throttle or steering wheel.
[0084] As an optional embodiment, when the system enters "hybrid mode," the lateral speed is determined based on the steering wheel angle and throttle opening, including:
[0085]
[0086] in, The 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.
[0087] As an optional embodiment, the method further includes: in response to the angle vector difference exceeding a preset threshold within a preset time interval, confirming the exit from the direction priority mode, power priority mode, or hybrid mode, and stopping the target vehicle from lateral movement.
[0088] Specifically, this step no longer relies on driver input (such as releasing the accelerator or straightening the steering wheel) as an exit condition, but rather forces exit based on the vehicle's own status monitoring, which is a fail-safe mechanism. The core of this embodiment is to monitor the execution status of the system core in real time. Once an anomaly or performance degradation is detected, safety protection is immediately triggered to terminate the current operation.
[0089] For example, the difference exceeds a preset threshold for an extended period of time (e.g., 500 milliseconds). "Exceeding the preset threshold indicates a significant execution deviation in the system. The wheels cannot reach the designated position as instructed." "Within a preset period of time" is a crucial condition used to filter out transient interference. For instance, a wheel running over a small pebble causes a brief tire bounce, resulting in a minor error. This transient error recovers quickly and therefore does not trigger an exit. Only persistent, non-self-correcting deviations are considered faults. Whether in direction-priority, power-priority, or hybrid mode, if the above fault condition is met, the system will immediately force an exit. This mechanism addresses the potential safety hazards of previous exit modes that relied on driver input.
[0090] Actuator failure: The steering motor of one of the wheels is stuck, damaged, or has reduced power, making it unable to turn to the target position at all.
[0091] Sensor failure: The sensor that measures the actual rotation angle (such as an optical encoder) malfunctions, providing incorrect readings, causing the system to mistakenly believe that the error is large (or small).
[0092] Mechanical jamming: Mechanical components such as tie rods and ball joints in the steering mechanism become jammed or interfere with each other, hindering the rotation of the wheels.
[0093] Extreme road surface disturbance: The wheels remain on a low-traction surface (such as ice) or are stuck by obstacles, causing the tires to slip or become unable to move.
[0094] In these situations, the driver may not notice anything amiss and may continue to maintain active input (such as pressing the accelerator or turning the steering wheel). Without this monitoring mechanism, the system will continue to attempt to execute lateral movement commands, which could cause the vehicle to move in the wrong direction, exhibit unstable postures such as shaking or twisting, damage to steering or drive actuators, and ultimately lead to a collision.
[0095] This application proposes a vehicle lateral movement control method based on an angle module. First, it acquires the target turning angle of the target vehicle, the lateral movement control signal, and the actual turning angles of each wheel of the target vehicle. Then, it determines the angle vector difference based on the target turning angle and the actual turning angles of each wheel. Further, it determines whether the angle vector difference is greater than a preset difference. Finally, in response to the angle vector difference being greater than the preset difference, it adjusts 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 no greater than the preset difference, it drives the target vehicle to lateral movement according to the lateral movement control signal. This application effectively optimizes the wheel angle difference by adjusting the angles of each wheel based on the target turning angle and driving the vehicle to lateral movement according to the lateral movement control signal, achieving composite control of the lateral speed of the steering wheel and throttle, enriching driving diversity, and improving the driving experience.
[0096] It should be noted that the method of this embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this embodiment, and the multiple devices will interact with each other to complete the above method.
[0097] It should be noted that the above description describes some embodiments of the present invention. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims may be performed in a different order than that shown in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
[0098] Corresponding to the above embodiments, the present invention also proposes a vehicle lateral movement control device based on an angle module.
[0099] refer to Figure 4 This is a schematic diagram of a vehicle lateral movement control device based on an angle module provided in an embodiment of this application.
[0100] The vehicle lateral movement control device 400 based on an angle module provided in this application embodiment includes:
[0101] The acquisition module 401 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 determine the turning angle vector difference based on the target turning angle and the actual turning angle of each wheel.
[0102] The judgment module 402 is configured to determine whether the difference in the corner vector is greater than a preset difference.
[0103] The first response module 403 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.
[0104] The second response module 404 is configured to drive the target vehicle to move laterally according to the lateral control signal in response to the angle vector difference not being greater than a preset difference.
[0105] Optionally, the lateral control signals include throttle opening and steering wheel angle;
[0106] The second response module 404 is also configured to:
[0107] Determine whether the steering wheel angle is not less than the preset angle threshold and whether the throttle opening is zero.
[0108] In response to the steering wheel turning at a value not less than a preset turning angle threshold and the throttle opening being zero, the target vehicle is determined to enter the steering priority mode, and the lateral speed of the target vehicle is determined based on the steering wheel turning angle.
[0109] When the steering wheel angle is less than a preset angle threshold, exit the steering priority mode.
[0110] Optionally, the second response module 404 is further configured to:
[0111] Determine whether the throttle opening is not less than the preset opening threshold and whether the steering wheel angle is zero;
[0112] In response to the throttle opening being no less than a preset opening threshold and the steering wheel angle being zero, the target vehicle is determined to enter the power priority mode, and the lateral speed of the target vehicle is determined based on the throttle opening.
[0113] When the throttle opening is less than the preset threshold, the power priority mode is exited.
[0114] Optionally, the second response module 404 is further configured to:
[0115] 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;
[0116] In response to the throttle opening being no less than a preset opening threshold and the steering wheel turning being no less than a preset turning angle threshold, the target vehicle is determined to enter the hybrid mode, and the lateral speed of the target vehicle is determined based on the throttle opening and the steering wheel turning angle.
[0117] Optionally, the second response module 404 is further configured to:
[0118] If the angle vector difference exceeds 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.
[0119] Optionally, the steering angle vector difference is determined based on the target steering angle and the actual steering angle of each wheel, including:
[0120]
[0121] 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.
[0122] Optionally, the lateral speed of the target vehicle can be determined based on the throttle opening and steering wheel angle, including:
[0123]
[0124] in, The 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.
[0125] This application proposes a vehicle lateral movement control device based on an angle module. First, it acquires the target turning angle of the target vehicle, the lateral movement control signal, and the actual turning angles of each wheel of the target vehicle. Then, it determines the angle vector difference based on the target turning angle and the actual turning angles of each wheel. Further, it determines whether the angle vector difference is greater than a preset difference. Finally, in response to the angle vector difference being greater than the preset difference, it adjusts 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 no greater than the preset difference, it drives the target vehicle to lateral movement according to the lateral movement control signal. This application effectively optimizes the wheel angle difference by adjusting the angles of each wheel according to the target turning angle and driving the vehicle to lateral movement according to the lateral movement control signal, achieving composite control of the lateral speed of the steering wheel and throttle, enriching driving diversity, and improving the driving experience.
[0126] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.
[0127] The system described in the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0128] Corresponding to the above embodiments, the present invention also proposes an electronic device.
[0129] refer to Figure 5 The diagram below is a block diagram of an electronic device according to some embodiments of the present invention. It illustrates a more specific hardware structure of the electronic device provided in this embodiment. The device may include: a processor 510, a memory 520, an input / output interface 530, a communication interface 540, and a bus 550. The processor 510, memory 520, input / output interface 530, and communication interface 540 are interconnected internally via the bus 550.
[0130] The processor 510 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.
[0131] The memory 520 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 520 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 520 and is called and executed by the processor 510.
[0132] Input / output interface 530 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.
[0133] The communication interface 540 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).
[0134] Bus 550 includes a pathway for transmitting information between various components of the device, such as processor 510, memory 520, input / output interface 530, and communication interface 540.
[0135] It should be noted that although the above-described device only shows the processor 510, memory 520, input / output interface 530, communication interface 540, and bus 550, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.
[0136] The electronic devices described above are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0137] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the present invention also provides a computer-readable storage medium storing computer instructions for causing a computer to perform the methods of any of the above embodiments.
[0138] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).
[0139] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods of any of the above exemplary method sections, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0140] Furthermore, although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all of the operations shown must be performed to achieve the desired result. Rather, the steps depicted in the flowchart may be performed in a different order. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.
[0141] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.
[0142] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by those skilled in the art. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0143] While the spirit and principles of the invention have been described with reference to several specific embodiments, it should be understood that the invention is not limited to the disclosed specific embodiments, and the division of aspects does not imply that features in these aspects cannot be combined for benefit; such division is merely for ease of description. The invention 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 to be interpreted in the broadest sense, thereby encompassing 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 control signal; 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 angle being 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.
2. The vehicle lateral movement control method based on an angle module according to claim 1, 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.
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 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.
4. The vehicle lateral movement control method based on an angle module according to any one of claims 3, 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.
5. 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.
6. The vehicle lateral movement control method based on an angle module according to claim 3, characterized in that, Determining the lateral speed of the target vehicle based on the throttle opening and the steering wheel angle includes: in, The 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.
7. 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 control signal in response to the fact that the angle vector difference is not greater than the preset difference. 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 angle being 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.
8. 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 6.
9. 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 6.